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enMorgan Aero 8 - all-new model debuts at Genevahttp://www.evo.co.uk/morgan/aero-8/15422/morgan-aero-8-all-new-model-debuts-at-geneva
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<p class="short-teaser">
‘Adventure’ and ‘escapism’ key to 362bhp coupe’s nostalgic thrills</p>
<div class="field field-name-body"><p> Morgan has resurrected the Aero 8 nameplate at the Geneva motor show, with a fifth-generation car boasting discreet but numerous changes over the previous model.</p>
<p>A tonic to progressive cars such as Koenigsegg’s hybrid Regera and the carbonfibre-aluminium-monocoque-based Lamborghini Aventador SuperVeloce just a short stroll away from the British marque's stand, Morgan’s new flagship majors on more traditional thrills.</p>
<p>The original Aero 8, which debuted at Geneva a decade-and-a-half ago, was arguably the most innovative car ever to leave Morgan’s 1937-spec Malvern factory and the latest iteration continues that legacy. </p>
<p>Charged with transmitting power from a 362bhp BMW-sourced 4.8-litre V8, the two-seater Aero 8’s aluminium chassis has been stiffened and is aided by all-new suspension, anti-roll bars and a new limited-slip differential (also from Munich). Morgan claims the car’s front axle has been entirely re-engineered, and power is sent to the rear wheels through either a six-speed manual or a paddleshift-operated ZF automatic transmission.</p>
<p>While much of the design is new, the most noticeable of chief designer Jonathan Wells’s changes is the smoothing of the rear deck – bodywork that previously featured a charismatic ducktail spoiler. In its place is an elegant clamshell boot that either stores or tensions a mohair hood, or owners can option a hardtop, which transforms the Aero 8 into a debonair coupe and something Jules Verne might approve of.</p>
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<p>As in the past, a side-exit exhaust is optional, which along with the Aero 8’s cross-eyed gaze and Bugatti Atlantic-inspired front wings forms an integral part of the car’s idiosyncratic appeal. The exhaust is undoubtedly a must-have, and augments the impression of a machine from a bygone age.</p>
<p>Morgan is yet to release a kerb weight for the Aero 8, but the car is expected to gently tip the scales at roughly 1050kg. That would give it a power-to-weight ratio of 350bhp – equal to that of a Ferrari Scuderia Spider 16M, one of Maranello’s lightweight specials.</p>
<p>It’s the power from that howling V8 in light of relatively little mass that will ensure that the latest Morgan Aero 8 is as lively as its forebears – lively and ferociously fast. The front-end of the Series 4 was always planted and the revisions made to this one will only enhance that attribute. Like all powerful Morgans, however, it’s the swinging rear axle that drivers will have to be alert to.</p>
<p>Anti-lock braking and electronic brake distribution should help drivers shed speed with panache, but there is still a conspicuous lack of traction or stability control electronics. This may be the most refined car ever to wear the winged insignia, but it is still not a machine for the faint-heated.</p>
<p>Interior quality appears to be a notch above that of previous range-topping Morgans, but buyers will still have a choice of wood, leather and box-woven carpets. Carbonfibre-shelled seats are now an option, though, and there’s also an uprated air-conditioning system for added appeal in warmer markets.</p>
<p>Morgan’s new Aero 8 will enter production this winter with ‘infinite’ combinations of paint, leather and detailing. Prices are expected to start at £80,000, although substantially more expensive Aeromax and SuperSports models may well follow. If that’s too much of a stretch, prices for previous versions start at around £32,000. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/richard-lane">Richard Lane</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T18:37:00+00:00">3 Mar 2015</span></div> </div></div>Tue, 03 Mar 2015 13:49:18 +0000antonyi15422 at http://www.evo.co.ukCarsThe last Bugatti Veyron - La Finale edition signals end of hypercar's production runhttp://www.evo.co.uk/bugatti/veyron/15421/the-last-bugatti-veyron-la-finale-edition-signals-end-of-hypercars-production
<p class="short-teaser">
450th car appears at Geneva Motor Show, see exclusive pics here</p>
<div class="field field-name-body"><p> The final Bugatti Veyron, called the 'La Finale edition' has been rolled out at the Geneva Motor Show. Already sold to a customer in the Middle East, it is essentially a special edition Grand Sport Vitesse.</p>
<p>The car is the last in the Veyron's 450 vehicle production run, 150 of which were convertibles. The La Finale edition features a red and crimson carbon colour scheme with a bespoke interior.</p>
<p>Headrests have the 'La Finale' text stitched into them, while the colour maroon is used extensively throughout. The wheels are colour matched to the interior. A bronze Bugatti elephant logo is mounted on the storage cover within the car's interior.</p>
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<p>Mechanically the car is identical to a Grand Sport Vitesse. It features a 1184 hp quad-turbo W16 engine with a 0-60 mph time of 2.6 seconds. Top speed is an incredible 255mph.</p>
<p>Bugatti has already pointed to development of the Veyron replacement. While details remain scarce, the car is currently being worked on and we do know it will make use of the powerplant found in the current Veyron range. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/hunter-skipworth">Hunter Skipworth</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T12:47:00+00:00">3 Mar 2015</span></div> </div></div>Tue, 03 Mar 2015 12:47:17 +0000Hunter15421 at http://www.evo.co.ukCarsPorsche 911 GT3 RS preview: incredible new 500bhp car manages 0-62mph in 3.2 secondshttp://www.evo.co.uk/porsche/911-gt3/15418/porsche-911-gt3-rs-preview-incredible-new-500bhp-car-manages-0-62mph-in-32
<p class="short-teaser">
Exclusive images and video of car from Geneva Motor Show</p>
<div class="field field-name-body"><p> For all the headlines the Cayman GT4 – rightly – grabbed when it was revealed last month, this is the Porsche Motorsport GT car we’ve been waiting for: the 991 GT3 RS.</p>
<p>Building on a recipe that has resulted in nothing but success since 2003, Porsche’s latest <em>RennSport</em> 911 is set to deliver even more of those pure, undiluted driving thrills that only cars from company’s Motorsport department are capable of delivering.</p>
<p>Honed and developed by Andreas Preuninger and his team, the new 911 GT3 RS builds on what has gone before and, accordingly to Porsche, is 'equipped with the maximum degree of motorsport technology currently possible in a road legal 911'. In short, this is one of the most extreme Porsche RS road cars since the 1974 3.0 RS.</p>
<h3>Performance and 0-60 time</h3>
<p>The hard numbers are 496bhp at 8250rpm and 340lb ft of torque delivered at 6250rpm from its 4-litre naturally aspirated direct fuel injected flat-six. The 0-62mph sprint is a claimed 3.3-seconds, with a 192mph maximum speed. As for its Nürburgring lap time, Porsche claims a 7min 20secs, that’s 7sec faster than a Carrera GT and 4 seconds quicker than the 997 GT2 RS.</p>
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<p>With a 1420kg weight at the kerb it’s 10 kgs lighter than a 991 GT3 despite using the 991 Turbo’s wider – and heavier – bodyshell, and like the GT3 is only available with a seven-speed PDK-S gearbox. The weight savings are attributed to the magnesium roof and carbon fibre front bonnet and engine cover.</p>
<h3>Engine and gearbox</h3>
<p>The new 911 GT3 RS’s flat-six engine is an enlarged version of the direct fuel injected unit found in the regular 911 GT3. Capacity increases from 3799cc to 3,996cc and power by 28bhp with an additional 15lb ft of torque. </p>
<p>While the capacity and performance figures are match for the heavenly 997 GT3 RS 4.0-litre’s masterpiece of an engine, this latest 911 RS model is based on the latest DFI flat-six.</p>
<p>This latest evolution of Porsche’s Motorsport DFI engine runs the same 12:9.1 compression ratio and 123bhp/litre as the 3.8-litre GT3, but redlines 200rpm lower at 8800rpm.</p>
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<p>As with the 991 GT3, the new GT3 RS is only available with a seven-speed PDK gearbox. But just like the GT3 the new RS’s PDK ‘box has been developed specifically for the car, with the final drive ratio increasing from 3.97 to 4.19.</p>
<h3>Chassis</h3>
<p>The new GT3 RS comes equipped with Porsche two stage PASM active damper system, with rear-axle steering and Porsche Torque Vectoring Plus with a fully variable limited slip diff all standard. Both the front and rear tracks are wider compared to a regular GT3 and the 20-inch wheels wear a 265/30 tyre on the front axle, a 325/30 on the rear. The front and rear brake discs measure 380mm, with six piston callipers on the front and four on the rear. PCCB is optional.</p>
<h3>Bodywork</h3>
<p>The new 991 GT3 RS follows in the tyre tracks of its predecessor by utilising the wider body of the current 911 Turbo. The new 991 GT3 RS doesn’t stop there, however. The roof is made from magnesium and carbon fibre is used for the engine cover and front bonnet.</p>
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<p>The front wings, as you may have noticed, now also feature air vents to increase downforce across the front axle, and ahead of each rear wheel there is an air-intake for the engine, just as you’ll find on a turbocharged 991.</p>
<p>Naturally there is a suitable set of aerodynamic adds on, include a deeper front splitter and towering rear wing.</p>
<h3>Interior</h3>
<p>Alcantara is the order of the day inside the new 991 GT3 RS. The sports seats are based on the carbon fibre bucket seats first seen in the 918 Spyder, and the steering wheel takes its design cues from the same model. The Club Sport package is standard, and comprises of a bolted-in roll cage behind the front seats, battery master switch preparation with a six-point harness and a fire extinguisher supplied separately.</p>
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<h3>Price</h3>
<p>The new 991 GT3 RS arrives in the showrooms in May 2015 wearing a £131,296 price tag, over £30,000 more than a regular 991 GT3. </p>
<p>And if you want one, you’ll need to be quick, as demand is expected to outstrip supply when the car goes on sale in May. But if past performance is anything to go by the new 991 GT3 RS will be worth every penny. And then some. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/stuart-gallagher">Stuart Gallagher</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T11:41:00+00:00">3 Mar 2015</span></div> </div></div>Tue, 03 Mar 2015 10:32:47 +0000antonyi15418 at http://www.evo.co.ukCarsRolls Royce Phantom Serenity unveiledhttp://www.evo.co.uk/rolls-royce/phantom/15415/rolls-royce-phantom-serenity-unveiled
<p class="short-teaser">
Rolls Royce presents one-off Phantom in Geneva</p>
<div class="field field-name-body"><p> Rolls Royce says Sir Henry Royce’s maxim, ‘When it does not exist, design it,’ inspired its latest creation. It’s true that to our knowledge at least, there’s never been a Phantom trimmed in Chinese hand stitched silk, but now there is, in the Phantom Serenity. </p>
<p>The car itself is a standard Phantom, with the same V12 6.7-litre engine producing the same 453bhp and 531lb ft of torque. But look inside and Rolls Royce has incorporated a theme to celebrate ‘the historical role played by silk as a symbol of ultimate elegance.’ </p>
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<p>Working with Art graduates from the Royal College of Art and Plymouth University, the Rolls’ interior harks back to those found in its products of the early 1900s.</p>
<p>Silk sourced from Suzhou in China was hand-dyed, before being sent back to Essex to one of Britain’s oldest mills. There, it was hand-woven into 10-metres of fabric, a process that took two days. The Smoke Green layer of the fabric was threaded intricately into the fabric during this time too.</p>
<p>The fabric then made its way to London, where the the blossom motif, designed by Haye and Lusby, was added in traditional British and Chinese fashion. </p>
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<p>Painted artwork with a Japanese influence was also added inside the Phantom, creating a tranquil environment Rolls claims ‘makes us think of the Oriental tradition where Emperors would take to their private gardens to reflect in solitude under the blossom trees.’</p>
<p>Elsewhere, the interior receives pearl touches and wood trim, rubies, white leather and white carpets.</p>
<p>The Serenity is just one of several bespoke Phantoms to be hand built at Rolls, as the carmaker claims that one-off creations like this helped to grow production by 31 per cent in 2014. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/sam-sheehan">Sam Sheehan</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T10:32:00+00:00">3 Mar 2015</span></div> </div></div>Tue, 03 Mar 2015 10:25:54 +0000sams15415 at http://www.evo.co.ukCarsAston Martin DBX concept – electric crossover makes Geneva debuthttp://www.evo.co.uk/aston-martin/15413/aston-martin-dbx-concept-electric-crossover-makes-geneva-debut
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<img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/article_main_image/public/dbx_concept_01_0.jpg?itok=8kqGVgP-" /> </div>
<p class="short-teaser">
British luxury firm envisages a more practical, environmentally-friendly future. evo interviews Marek Reichman on the car&#039;s design</p>
<div class="field field-name-body"><p> Aston Martin has shocked Geneva motor show crowds by unveiling the DBX concept – an all-wheel drive, all-electric crossover unlike anything the firm has ever produced.</p>
<p>The brand says the DBX has been created to ‘defy conventional thinking about the luxury GT segment’, and while luxury SUVs are now nothing new – with Bentley, Jaguar, Porsche and several other marques already coming to market – the DBX is far from traditional in its approach.</p>
<p>In terms of styling, the DBX is unmistakably an Aston Martin. The work of Chief Creative Officer Marek Reichman and his team, it’s among the sleekest, most graceful interpretations yet of the crossover genre.</p>
<p>At its base level, the DBX is a four-seater, with ‘generous’ luggage capacity (in both a rear boot and a forward load bay, like Tesla’s Model S) and a beautifully-trimmed cabin worlds away in design from the firm’s existing products.</p>
<p>The concept features the traditional Aston Martin grille, flanked by slim LED headlight units. Details are picked out with machined billet aluminium – with milling lines deliberately left in the finish – and a unique Black Pearl Chromium paint shade.</p>
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<p>Towards the rear the DBX once again takes on familiar Aston Martin cues, including a wrap-around light unit not unlike that on the Vanquish. More unusual is the semi-floating roof, with buttresses that extend beyond the base of the rear window and appear to hover over the rear wings.</p>
<p>Most unusual of all though is the powertrain. Traction is supplied to all four wheels by in-wheel motors, while a lithium-ion battery provides the juice. No range or performance details have been revealed, but the DBX does use a kinetic energy recovery system, and the steering too is electric, a drive-by-wire system.</p>
<p>‘The DBX Concept is a challenge to the existing status quo,’ explained Aston Martin CEO Dr. Andy Palmer on the car’s unveiling, ‘…It envisages a world…when luxury GT travel is not only stylish and luxurious but also more practical, more family-friendly and more environmentally responsible.’</p>
<p>‘A concept car such as this should challenge conventional thinking and explore the art of the possible.'</p>
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<p><strong>evo</strong> spoke to Marek Reichman on the show floor to get his thoughts on the car - and the design direction of the brand.</p>
<p>'What’s very important for us is keeping the feeling of ‘Power, beauty and soul’, and therefore an agility. At the end of the day Aston Martin is renowned for sports cars, so in generating a crossover we’re generating something that has the feeling of a sports car, but with all the practicality of a ‘soft off-roader’ – a higher ground clearance, a higher seating position, much more space for a family.</p>
<p>'The main features are the grill, which is unique. Everything emanates from the grill. Our cars are beautiful from every aspect. We have a feature line that runs from the front of the car all the way to the back, which really defines the muscularity in the shoulders.</p>
<p>'In terms of the front lights, it’s not about the personality of a sports car. It’s a genteel personality, beautiful proportions, elegant features. An impression of confidence, but without being aggressive. Our sports cars can be the aggressors – this car doesn’t have to be.'</p>
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<h3>Appealing to a new audience?</h3>
<p>‘Absolutely. More females, younger, in different parts of the world… Four-wheel drive and a higher ride height opens up a lot more new territories for us, whether that’s in South America or certain parts of North America where for half of the year they’ve got incredible snow conditions.</p>
<h3>Could you maintain overall proportions with a five-door model?</h3>
<p>‘Yeah. We already have in the planning how we develop this into a five-door. It really started with a five-door, but we’re showing the concept as a two-door form, so we know everything will work.</p>
<p>'The wheelbase gets extended for the five-door, but not by much, and the overhangs front and rear stay more or less than same – the head clearance in the rear and the extra doors are the biggest differences.</p>
<h3>Can you keep shark nose profile of front end, ie no pedestrian crash regs?</h3>
<p>‘Yes. You’ll start to see a theme in terms of shark nose – from this, the Vulcan and also the DB10 that’s going to appear in the Bond movie SPECTRE. [All] have a very, very severe shark nose face, and that makes the badge prominent, it makes the grill prominent.</p>
<p>It’s important for us. In terms of pedestrian crash regulations, it’s not a problem. The lower of the car is more important in that respect.’ </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/antony-ingram">Antony Ingram</a></span>
<span class="field-item odd">Dan Prosser</span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T10:55:00+00:00">3 Mar 2015</span></div> </div></div>Tue, 03 Mar 2015 10:09:12 +0000antonyi15413 at http://www.evo.co.ukCarsRenaultsport Clio 220 Trophy preview: hot hatch gets power hikehttp://www.evo.co.uk/renault/clio/15411/renaultsport-clio-220-trophy-preview-hot-hatch-gets-power-hike
<p class="short-teaser">
Can Clio reclaim its crown?</p>
<div class="field field-name-body"><p> When it comes to hardcore hot hatches, Renaultsport has an enviable reputation built on a consistent ability to make cars that are brilliant to drive on road and track. So you can imagine our disappointment when the Clio 200 Turbo left us feeling flat. Trading the Phase 3 RS Clio’s focus on high-revving, hard-riding thrills for a softer and more mainstream approach, it lacked the energy, edge and effervescent character that had previously had us hooked. Stung by criticism from the UK press and similarly downbeat feedback from its more purist customers, Renaultsport has responded with this, the Clio 220 Trophy. </p>
<p>As its name suggests, an increase in power is central to the Trophy’s improvements, but a more muscular state of tune for the 1.6-litre turbocharged engine is just one piece of the puzzle. With a much more responsive DCT paddleshift transmission, a firmer, lower, sharper setup for the front-drive chassis and some cosmetic tweaks to distinguish it from its lesser siblings, the 220 Trophy is a comprehensive reinvention. </p>
<p>Ahead of its Geneva motor show debut, we visited Renaultsport’s HQ to have a close look at the car and to meet the engineers responsible for what we hope is a Clio worthy of the RS badge.</p>
<h3>Engine</h3>
<p>The headline gain of 20bhp – taking peak power up to 217bhp (220 PS) – might suggest a light ECU tickle from a remap, but there’s a lot more to the Trophy’s gains in output than mere software calibration changes. For starters there’s a new turbocharger. Retaining the same external housing, but featuring new internals, it responds faster and blows harder, spinning at 190,000rpm compared with 185,000rpm for the old turbo.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="1">
<a href="http://www.evo.co.uk/pictures/15419/renaultsport-clio-220-trophy-in-pictures#1" data-gallery-id="15419" data-count="8"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/clio_rs_reveal_013.jpg?itok=uHlu4Rx3" alt="" /></a></div>
<p class="gallery-info"><span>Image 2 of </span>8</p>
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<p>Much attention has also been paid to the intake and exhaust systems. The former features a bigger bore air intake pipe to flow more fresh air in, while the latter has a new free-flowing, big-bore flexible downpipe section and a combined two-stage catalytic converter, which replaces the old system’s pair of more restrictive separate catalysts. </p>
<p>The 20bhp increase is welcome, especially as it arrives just 50rpm further into the 1.6-litre M5Mt engine’s rev range (6050rpm), but the big news is the substantial gain in torque. Thanks to an overboost function within the engine mapping, up to 206lb ft is available in fourth and fifth gears between 2500 and 4000rpm, effectively putting a 14lb ft bulge in the otherwise plateau-like torque ‘curve’. When not overboosting, the engine delivers a solid, unwavering 192lb ft from 2000 to 5600rpm in all gears.</p>
<p>That compares with 177lb ft from 1750 to 5600rpm in the regular 200 Clio. Renaultsport has also upped the motor’s red line, from 6500 to 6800rpm (but only in the first three gears), which not only promises to make the Trophy more fun to wind through to the limiter, but also allows the twin-clutch transmission to deliver earlier downshifts.</p>
<p>To further enhance the Trophy’s sense of urgency, the throttle map has also been tweaked so that it now responds more sharply earlier in its travel. When fitted with the optional Renaultsport Monitor on-board telemetry system, the Trophy retains the 200 Turbo’s driver-selectable throttle maps, which offer everything from a super-progressive setting for driving on snow to an ultra-sharp map best suited to track driving.</p>
<p>The revised engine complies with Euro 6 emissions standards and the car’s CO2 output improves by 6g/km to 138g/km (largely thanks to stop/start when driven in non-Sport modes), helping to drop the 220 Trophy down a Vehicle Excise Duty (VED) band in the UK.</p>
<h3>Transmission</h3>
<p>If there was one area of the RS Clio that desperately needed improving, it was the EDC (Efficient Dual Clutch) paddleshift transmission. Thankfully it sounds like the Trophy will come much closer to delivering on its original promise of a hot hatch with a supercar-like gearshift. </p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="2">
<a href="http://www.evo.co.uk/pictures/15419/renaultsport-clio-220-trophy-in-pictures#2" data-gallery-id="15419" data-count="8"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/clio_rs_reveal_015.jpg?itok=JylhUi8h" alt="" /></a></div>
<p class="gallery-info"><span>Image 3 of </span>8</p>
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<p>Starting with the paddles themselves, the travel has been reduced by a third so there’s less delay between starting to pull the lever for a gear and the car responding accordingly. The gearbox ECU has also been given a wake-up call, resulting in gearshifts being 40 per cent faster in Normal and Sport modes and 50 per cent faster in Race. That basically means Normal in the 220 Trophy is the equivalent of Race mode in the regular 200. </p>
<p>A constant frustration on track and a regular source of annoyance during fast road driving, the transmission’s reluctance to give you downshifts when braking hard into a corner has now been addressed with recalibrated software. Renaultsport admits it was conservative with the safety margins of the downshift strategies on the 200, so being a bit bolder with these, together with exploiting the 500rpm gain in maximum engine speed, should put an end to those fruitless tugs on the left-hand paddle.</p>
<!--smartpagingmeta {"data_id":1425384883495,"meta_name_title_content":"Chassis, Performance and Pricing | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"Chassis, Performance and Pricing","url":""}--><!--smartpagingurl ""--><h3>Chassis</h3>
<p>You’d like Renaultsport’s chassis and dynamics engineer, Terry Baillon, for he speaks with a candid honesty that’s as rare as it is refreshing. This much is clear when he opens his presentation with ‘We totally agree with the criticism that came from our sporty, purist European customers.’ This is not normal, believe me.</p>
<p>Baillon follows his opening bombshell with what is effectively his ‘To do’ list. As you’ll see, it’s a good one:</p>
<p><em>Improve corner balance</em></p>
<p><em>Increase oversteer</em></p>
<p><em>Gain corner speed</em></p>
<p><em>Reduce roll</em></p>
<p><em>Improve steering feel and response</em></p>
<p><em>Maintain suspension comfort</em></p>
<p>In order to achieve those objectives, Baillon and his team have honed, uprated and sharpened every area of the Clio’s chassis. The ride height has been dropped by 20mm at the front and 10mm at the rear. The front springs are no stiffer, but the rears are, by some 40 per cent. The dampers have been carefully retuned and the polyurethane bump-stops have been made bigger and firmer, and now work in closer harmony with the secondary hydraulic bump-stops.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="6">
<a href="http://www.evo.co.uk/pictures/15419/renaultsport-clio-220-trophy-in-pictures#6" data-gallery-id="15419" data-count="8"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/clio_rs_reveal_026.jpg?itok=eXEiu4Fm" alt="" /></a></div>
<p class="gallery-info"><span>Image 7 of </span>8</p>
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<p>Together these changes equate to a 15 per cent increase in perceived ride firmness, so the Trophy should have a more connected feel, but not to the detriment of comfort. Body roll has been reduced by ten per cent compared to the standard RS Clio Sport chassis and five per cent to the Cup. With a new, quicker steering rack – its ratio has been reduced from 14.5:1 to 13.2:1 – the Trophy should feel much more eager and agile from the moment you turn in. Finally, the Trophy wears 205/40 R18 Michelin Pilot Super Sport tyres in place of Dunlop Sport Maxx rubber.</p>
<h3>Performance</h3>
<p>Full performance figures are yet to be released, but we did tease a few juicy morsels from the Renaultsport engineers. The first reveals the Trophy completes a 0-1000m sprint in 26.5sec versus 27.5 for the Clio 200. They concede that’s a modest gain, but impress upon us how this figure does not paint a picture of the uplift in response and general sense of immediacy and muscle.</p>
<p>The second – and more immediately impressive piece of information – is that around Renault’s test track, the Trophy completes a lap in 1min 44sec, compared to 1min 47sec for the Clio 200. That seems more indicative of the Trophy’s promised A- and B-road ability, not to mention its trackday potential. Renaultsport says that half of the 3 second reduction in lap time was attributable to the powertrain improvements, with the other half coming from the chassis changes. </p>
<h3>Styling and equipment</h3>
<p>The 220 Trophy is distinguished by ‘Trophy’ decals on the front ‘blade’ splitter, the door mouldings and the door sills. Frost White, a new matt finish body colour, with a gloss black roof and rear spoiler has been added to the range. Distinctive new ‘Radical’ design 18-inch alloy wheels featuring black spokes with diamond-finish facings complete the external makeover.</p>
<p>Inside, things are subtly different to the regular RS Clio. The steering wheel now has a new, more tactile embossed leather rim, while the Trophy interior pack offers new sports seats with integral headrests, embroidered ‘Trophy’ script and a blade motif to mimic that of the F1-inspired front splitter. Air vent surrounds, door handles and a gearlever base plate with a carbon-look are a little dubious, but the satin chrome air-vent inserts are an improvement.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="7">
<a href="http://www.evo.co.uk/pictures/15419/renaultsport-clio-220-trophy-in-pictures#7" data-gallery-id="15419" data-count="8"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/clio_rs_reveal_030.jpg?itok=THqtvv6p" alt="" /></a></div>
<p class="gallery-info"><span>Image 8 of </span>8</p>
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<p>Each car is individually numbered (on the door sills), but Renaultsport is at pains to say this is a special edition, and not a limited-edition car, so production numbers will be solely dictated by orders. Predictions are somewhere between 30 to 40 per cent of present RS Clio 200 sales, which are currently around 7000 cars per annum (10,000 have been built in the 18 months since production began). </p>
<h3>Pricing</h3>
<p>No pricing has been announced for the Trophy, but there will clearly be a premium over the regular 200 and 200 Cup models. We’re due to drive the car in April and it will go on-sale in Europe from June, before subsequently being released in ten other markets. If it’s half as good as it sounds, the Trophy should at last mark a welcome return to form for the RS Clio. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/richard-meaden">Richard Meaden</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T12:15:00+00:00">3 Mar 2015</span></div> </div></div>Tue, 03 Mar 2015 09:32:30 +0000Hunter15411 at http://www.evo.co.ukCarsKoenigsegg Regera preview: new hypercar to boast incredible 1500 bhp hybrid powertrainhttp://www.evo.co.uk/koenigsegg/15410/koenigsegg-regera-preview-new-hypercar-to-boast-incredible-1500-bhp-hybrid
<p class="short-teaser">
Most powerful electric drive ever in a production car</p>
<div class="field field-name-body"><p> Koenigsegg is well known for its ‘more is better’ approach to power, but its new Regera hypercar is easily its most outlandish yet.</p>
<p>Over 1500 bhp and 2000 Nm of torque from a petrol and electric hybrid power train make the Regera the world’s most powerful production car by a significant margin.</p>
<p>The Regera features a twin-turbo 5-litre V8 that puts out 1084bhp and 1280 Nm of torque, this is then mated to not one, but three different electric drive units.</p>
<h3>Engine</h3>
<p>The first, a 160kW motor, is attached to the crank generating 300Nm. The two driven rear wheels then get one 180kw 260 Nm motor each. The combined result delivering that incredible 2000 Nm torque figure and 700Bhp on electric power alone. The crankshaft mounted electric motor acts as torque fill for the turbos, while the other two rear wheel mounted units provide drive.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="1">
<a href="http://www.evo.co.uk/pictures/15412/koenigsegg-regera-hypercar-in-pictures#1" data-gallery-id="15412" data-count="10"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_0524.jpg?itok=Zt147Hl5" alt="" /></a></div>
<p class="gallery-info"><span>Image 2 of </span>10</p>
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<p>Perhaps even more exciting though is exactly how Koenigsegg is delivering all that power to the wheels.</p>
<h3>Gearbox</h3>
<p>Developed specifically for the Regera is a new ‘Koenigsegg Direct Drive system’ which can send power to the rear wheels without the need for gears or traditional variable transmissions.</p>
<p>It lacks a step up or step down gear, instead transferring power instantly from the engine to the driven wheels. The system also allows the Regera to operate in a purely electric mode.</p>
<p>Koenigsegg is promising fairly extreme performance figures for the Regera, as you would expect. It manages 3.2 seconds between 150 to 250 Km/h, with a full 0-400 km/h sprint taking less than 20 seconds.</p>
<h3>Battery</h3>
<p>Developed in conjunction with Mate Rimac, well known for his work on electric supercars, is a new power pack for the Regera. Weighing in at 115Kg and storing 927 kWh of energy, the system is able to dump a full 500 kW of power during periods of heavy acceleration. Regenerative braking can then restore over 150 kW of power.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="4">
<a href="http://www.evo.co.uk/pictures/15412/koenigsegg-regera-hypercar-in-pictures#4" data-gallery-id="15412" data-count="10"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_0582.jpg?itok=dsngTCee" alt="" /></a></div>
<p class="gallery-info"><span>Image 5 of </span>10</p>
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<p>The rest of the Regera’s spec sheet reads just as extreme. It features a bespoke Akrapovic developed titanium ‘fish tail’ exhaust system, as well as a carbon-fibre aluminium honeycomb chassis.</p>
<h3>Brakes</h3>
<p>Brakes come in the form of 6-piston 397mm discs at the front, with 4-piston 380mm discs at the back. Both are ceramic and both use Koenigsegg developed callipers with ceramic pistons.</p>
<p>Keeping the phenomenal amount of power translated to the road is both an advanced traction control and stability control system featuring switchable modes. Drivers can change from track, to normal and all the way to wet for slippery conditions.</p>
<p>Active aerodynamics are put to use extensively throughout the Regera. The rear wing and front flaps can all change independently, but generate a combined 450Kg of downforce at 250km/h.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="8">
<a href="http://www.evo.co.uk/pictures/15412/koenigsegg-regera-hypercar-in-pictures#8" data-gallery-id="15412" data-count="10"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_0625.jpg?itok=CtT0yjVZ" alt="" /></a></div>
<p class="gallery-info"><span>Image 9 of </span>10</p>
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<p>Tyres are bespoke Michelin Supersports. 275/35 19-inch offerings at the front and 345/30 20-inch at the back. These are sat on second generation Koenigsegg Aircore carbon fibre wheels.</p>
<h3>Interior</h3>
<p>Interestingly Koenigsegg has opted for a Apple CarPlay compatible touch screen mounted in portrait orientation in the centre console. A simple drive select lever sits in the centre.</p>
<h3>Price and release date</h3>
<p>All this technology and power and still the Koenigsegg manages an impressive 1628 Kg curb weight. </p>
<p>Full performance stats are still to be confirmed, as is pricing for the car. What we do know is that just 80 examples will be produced. The car is said to cost around $1.89 million </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/hunter-skipworth">Hunter Skipworth</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T11:01:00+00:00">3 Mar 2015</span></div> </div></div>Tue, 03 Mar 2015 09:11:47 +0000Hunter15410 at http://www.evo.co.ukCarsAudi R8 e-tron confirmed: 0-60mph in 3.9 seconds from all electric supercarhttp://www.evo.co.uk/audi/r8/15408/audi-r8-e-tron-confirmed-0-60mph-in-39-seconds-from-all-electric-supercar
<div class="primary-image">
<img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/article_main_image/public/audi-r8-e-tron-2.0-front-three-quarters-1024x683_0.jpg?itok=LHSIBhNj" /> </div>
<p class="short-teaser">
New addition to the R8 family waves goodbye to V10 in favour of electricity</p>
<div class="field field-name-body">
<p> The Audi R8 e-tron has now been unveiled as part of the brand new R8 range. Waving goodbye to the petrol powerplant found in the new R8 and R8 V10 Plus, the car instead boasts a fully electric setup.</p>
<p>The R8 e-tron is capable of 0-60mph in just 3.9 seconds thanks to a pair of rear-axle mounted motors that combined generate 456bhp and 920Nm of torque.</p>
<p>Alongside this impressive power figure is a 276 mile range, with a two-hour charging time if fast charge points are used. Described by Audi as intended to help create an electric sedan, it's clearly a test bed for what could become a Model S rival.</p>
<div id="file-56446" class="file file-image file-image-jpeg file-content-full-width">
<div class="content"> <img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/insert_main_wide_image/public/audi-r8-e-tron-2.0-rear-1024x766_0.jpg?itok=M0RCqxi3" alt="" /> </div>
</div>
<p>The car, which appears predominantly the same as the <a href="/audi/r8/15306/audi-r8-2015-preview-specifications-pictures-0-60-time-and-more" target="_blank">new 2015 R8</a>, does feature a few unique styling queues. R8 e-tron models will have a blacked out front grille, a bonnet scoop and different front facing LED daytime running lights.</p>
<p>Unlike the previous R8 e-tron project, this car will make it onto the order books. Release dates are still TBC, but Audi has promised customers will be able to order a car by late 2015.</p>
<p>Interestingly, the new e-tron's project target in order to go on sale to the public was a minimum 250 mile maximum range. Aside from the Tesla Model S, high range electric cars are still few and far between.</p>
<p>We've already spent some time with the new R8 and it's shaping up to be a very exciting car indeed. Audi is clearly using it to show off the best of what it's capable of technologically, expect more of the e-tron tech used here to filter down into the rest of the range over the coming years. </p>
</div>
<span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/hunter-skipworth">Hunter Skipworth</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-02T23:17:00+00:00">2 Mar 2015</span></div> </div></div>Mon, 02 Mar 2015 23:17:48 +0000Hunter15408 at http://www.evo.co.ukCarsBentley EXP10 Speed 6 concept announced - potential Porsche rivalhttp://www.evo.co.uk/bentley/15404/bentley-exp10-speed-6-concept-announced-potential-porsche-rival
<div class="primary-image">
<img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/article_main_image/public/bentley-exp10-ftq_0.jpg?itok=5nO4juD_" /> </div>
<p class="short-teaser">
A new direction for Bentley? Geneva concept hints at future, more compact models</p>
<div class="field field-name-body"><p> Bentley has rolled out a brand new concept which, from the looks of it, could end up being a potential Porsche 911 rival.</p>
<p>Called the EXP10 Speed 6, early images show a drastically redesigned car from the familiar Continental GT. Smaller and more compact than a traditional Bentley, the Speed 6 was unveiled at a special VW group night prior to the opening of the Geneva motor show.</p>
<p>The rear end of the Speed 6 features a sleek and simple design, with quad exhausts and a single set of lights. Headlights are a continuition of the design used in a Continental, but again simplified. There's more than a hint of the Bentley Hunaudières concept about the EXP10's grille, too - one of Bentley's best-known concept cars and one which eventually spawned the Bugatti Veyron under the wider Volkswagen empire.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="2">
<a href="http://www.evo.co.uk/pictures/15405/bentley-exp10-speed-6-pictures#2" data-gallery-id="15405" data-count="16"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/bentley-exp10-rtq.jpg?itok=Slud4YMZ" alt="" /></a></div>
<p class="gallery-info"><span>Image 3 of </span>16</p>
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<p>The interior represents everything you'd expect from a Bentley, with a contemporary touch. The design is much more dramatic than that of current production models, but more than a hint of the Continental GT's sectioned cabin can be seen in the Speed 6's dramatically swooping centre console and instrument binnacle surround.</p>
<p>A large, portrait-orientated touchscreen sits in the narrow centre console and ahead of the driver sit two large dials - one virtual, flowing into a central display in the instrument cluser, while the tachometer features a chronograph-style flourish with minor dials located in its centre.</p>
<p>Several controls feature Bentley's familiar knurled metal finish, while leather, aluminium and cherry wood are used throughout the cabin's construction. Behind each seat is an individual luggage compartment fitted, in the concept, with a purpose-designed four-piece luggage set.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="12">
<a href="http://www.evo.co.uk/pictures/15405/bentley-exp10-speed-6-pictures#12" data-gallery-id="15405" data-count="16"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/bentley-exp10-cabin.jpg?itok=so6djzIq" alt="" /></a></div>
<p class="gallery-info"><span>Image 13 of </span>16</p>
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<p>Engine details are yet to be confirmed, and while modern Bentleys typically use either V8 or W12 engine layouts, the Speed 6 moniker hints at a six cylinder powertrain. The number is used throughout the concept's design, particularly notable in its meshed grille. Clever 3D geometry techniques mean the scripted '6' is only visible when the car is viewed from a specific angle.</p>
<p>Stay tuned for more on the Bentley EXP10 Speed 6 concept when it goes on general display at the Geneva motor show - we'll be on the show floor to bring you a full image gallery and even more details. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/hunter-skipworth">Hunter Skipworth</a></span>
<span class="field-item odd"><a href="/authors/antony-ingram">Antony Ingram</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-02T20:48:00+00:00">2 Mar 2015</span></div> </div></div>Mon, 02 Mar 2015 20:21:21 +0000Hunter15404 at http://www.evo.co.ukCarsLand Rover confirms Evoque SUV convertible for productionhttp://www.evo.co.uk/land-rover/range-rover-evoque/15403/land-rover-confirms-evoque-suv-convertible-for-production
<div class="primary-image">
<img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/article_main_image/public/965140_range_rover_evoque_convertible_crossrail_2_0.jpg?itok=6GDnsKM-" /> </div>
<p class="short-teaser">
New Evoque due for sale in 2016</p>
<div class="field field-name-body">
<p> Land Rover has confirmed that it will put a convertible version of its hugely successful Evoque SUV into production. The drop-top model will build on the popularity of the existing five-door and three-door fixed-roof models, which have found 400,000 homes since 2011.</p>
<p>The company first showed off a concept version in 2012, but on the eve of this year’s Geneva Motor Show, Land Rover Design Director Gerry McGovern announced that it will be built.</p>
<div id="file-56417" class="file file-video file-video-youtube file-content-full-width">
<div class="content">
<div class="media-youtube-video media-image media-youtube-1">
<iframe class="media-youtube-player" width="620" height="349" title="New Range Rover Evoque Convertible: Discover an Innovative Compact SUV" src="//www.youtube.com/embed/s_Dx2rR2iRc?wmode=opaque" frameborder="0" allowfullscreen>Video of New Range Rover Evoque Convertible: Discover an Innovative Compact SUV</iframe></div>
</div>
</div>
<p>The Evoque Convertible, due to go on sale in 2016, will be the first cabriolet in the premium SUV market. As McGovern admits, it will be ‘an image vehicle – but one with substance, too.’ It will be built on the current Evoque production line in Halewood, UK.</p>
<p>Land Rover has released a video of a camouflaged Evoque Convertible apparently being tested beneath the streets of London in the Crossrail tunnels.</p>
<p>Further details will be revealed later this year. </p>
</div>
<span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even">Dan Prosser</span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-02T18:29:00+00:00">2 Mar 2015</span></div> </div></div>Mon, 02 Mar 2015 18:29:46 +0000Hunter15403 at http://www.evo.co.ukCarsHonda Civic Type R 2015 preview: 306bhp and 0-60 in 5.7-secondshttp://www.evo.co.uk/honda/civic-type-r/15399/honda-civic-type-r-2015-preview-306bhp-and-0-60-in-57-seconds
<p class="short-teaser">
Update: UK price confirmed</p>
<div class="field field-name-body"><p> The new Civic Type R has finally arrived, and it’s the most extreme Honda Type R model ever sold.</p>
<p>Two figures in particular stand out from the manufacturer's specification sheet: its 306bhp peak power output and a 167mph top speed – but there needs to be substance behind the bare figures and aggressive styling for Honda's latest hot hatch to be taken seriously.</p>
<p>The engine in particular will be a sticking point for some Honda fans, as the first ever Type R model fed via turbocharger rather than natural aspiration. The unit is all-new and displaces 2.0 litres, producing its lofty output at 6500rpm before reaching a 7000rpm red line – where previous Type Rs developed their maximum well into the sevens and eights.</p>
<h3>Engine and Performance</h3>
<p>The tradeoff, performance-wise at least, is the torque – its 295lb ft output is over double the previous Civic R’s 142lb ft and produced at 2500rpm, rather than 5600rpm of the old car. Honda claims a 5.7-second 0-62mph sprint – the quickest among front-wheel drive hot hatchbacks – and a 167mph top speed.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="5">
<a href="http://www.evo.co.uk/honda/civic-type-r/15407/honda-civic-type-r-2015-exclusive-pictures-geneva-motor-show-2015#5" data-gallery-id="15407" data-count="10"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_0417.jpg?itok=jhjEGsiU" alt="" /></a></div>
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<p>Unusually for an otherwise technology-focused car, Honda has opted to stick with a manual transmission for the new Type R – a six-speed unit feeding power to the front wheels alone. No automatic or dual-clutch is confirmed.</p>
<h3>Nurburgring lap time</h3>
<p>Honda has now confirmed an incredbile 7 minutes and 50 seconds lap time for the new Civic Type-R. That is a new front wheel drive record.</p>
<p>That is with the car in customer spec, but there is no details as to tyres yet.</p>
<h3>Chassis</h3>
<p>To help contain the tyre-shredding power, Honda has opted for four-point adaptive dampers for independent control of each wheel and flat cornering, without a punishing day-to-day ride. Dual Axis strut front suspension reduces torque steer by 50 per cent next to the standard Civic suspension, while the Civic’s rear torsion bar has been enhanced with a ‘crushed pipe’ to improve rear roll rigidity by 180 per cent.</p>
<p>Both engine and chassis are controlled further via a ‘+R’ button, which enhances throttle response, reduces power assistance to the steering and increases the Adaptive Damper System’s damping force by 30 per cent for ‘firmer and more agile’ high-speed cornering.</p>
<p>While all this goes on under the skin, the Civic Type R’s most striking attributes are those on the outside. As well as the option of Honda’s ever-present Championship White paint scheme, the Civic’s body has been heavily revised to match its performance.</p>
<p>Honda says the car was subject to ‘exhaustive’ aerodynamic development at its motorsports facility in Sakura, Japan, as well as real-world testing at Suzuka and the Nurburgring.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="2">
<a href="http://www.evo.co.uk/honda/civic-type-r/15407/honda-civic-type-r-2015-exclusive-pictures-geneva-motor-show-2015#2" data-gallery-id="15407" data-count="10"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_0384.jpg?itok=dLBgtOXU" alt="" /></a></div>
<p class="gallery-info"><span>Image 3 of </span>10</p>
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<p>An aggressive aerodynamic package is the result, with a flat underside, working rear diffuser and distinctive rear wing sitting atop the dual-level rear screen. A wide front splitter and deep side skirts also manage airflow and reduce lift, while the front bumper’s design helps reduce turbulence around the front wheels.</p>
<p>Cramming a heavily turbocharged 2-litre engine into the Civic’s stubby bonnet has also required attention to heat management. The result is a multitude of grilles at the front of the car and outlet vents above and behind the front wheels.</p>
<h3>Wheels and Tyres</h3>
<p>Honda has equipped the car with 19-inch lightweight alloy wheels and 235/35 R19 tyres – developed especially for the Type R – and NSX-style velocities are brought under control by 350mm drilled discs with four-piston front calipers, developed by Brembo.</p>
<p>The interior features familiar Type R cues, such as a machined aluminium gearknob and high-backed sports seats with a suede-effect covering. Black fabric covers the roof lining and red double stitching accentuates the cabin’s curves. Further niceties are available as part of an optional GT Pack, ensuring modern comforts aren’t sacrificed.</p>
<h3>Pictures</h3>
<p>We've got a full set of images from the Geneva Motor Show of the new Civic Type-R below.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="6">
<a href="http://www.evo.co.uk/honda/civic-type-r/15407/honda-civic-type-r-2015-exclusive-pictures-geneva-motor-show-2015#6" data-gallery-id="15407" data-count="10"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_0433_copy.jpg?itok=_P85WdZi" alt="" /></a></div>
<p class="gallery-info"><span>Image 7 of </span>10</p>
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<h3>Price and release date</h3>
<p>The new Honda Civic Type R goes on sale in the UK in the summer. Honda has announced the Type R will start at £29,995, with the higher-spec GT model (which Honda says will be the more popular of the two cars) starting from £32,295, a jump of £2300.</p>
<p>The Honda's entry price puts it at the upper end of the current generation of hot hatchbacks, particularly among front-wheel drive competitors. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/antony-ingram">Antony Ingram</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-02T14:15:00+00:00">2 Mar 2015</span></div> </div></div>Mon, 02 Mar 2015 15:48:02 +0000antonyi15399 at http://www.evo.co.ukCarsLamborghini Aventador SV LP 750-4 preview: 735bhp to all four wheelshttp://www.evo.co.uk/lamborghini/aventador/15397/lamborghini-aventador-sv-lp-750-4-preview-735bhp-to-all-four-wheels
<p class="short-teaser">
Updated - Lamborghini pulls the covers off its fastest production car in Geneva</p>
<div class="field field-name-body"><p> The Lamborghini Aventador SV is the most powerful series production Lamborghini ever. Italian for 'super fast', the Superveloce gets more power and sheds weight.</p>
<p>In typical Italian fashion, Lamborghini also promises that the SV is the ‘most emotional’ car it’s ever made. Read on to find out what makes the new supercar so special. </p>
<h3>Performance</h3>
<p>The new Aventador SV is <em>fast</em>. 0-62mph takes just 2.8sec and 124mph arrives in 8.6sec, just three-tenths behind Ferrari’s latest supercar, <a href="/ferrari/15210/2015-ferrari-488-gtb-everything-you-need-to-know-specifications-pictures-and-more" target="_self">the 488 GTB</a>. The SV’s top speed is a claimed 217mph.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="1">
<a href="http://www.evo.co.uk/lamborghini/aventador/15398/lamborghini-aventador-lp-750-4-sv-preview#1" data-gallery-id="15398" data-count="16"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_1428.jpg?itok=SkitpXz1" alt="" /></a></div>
<p class="gallery-info"><span>Image 2 of </span>16</p>
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<p>Power is rated at a massive 735bhp (or 750PS, hence the name) at a peaky 8400rpm (just 100rpm before the limiter), and torque reaches 509lb ft at 5500rpm. This compares to the non-SV Aventador LP 700-4, which produces 44bhp less and the same number of torques.</p>
<p>Combined with the car’s skinnier weight (more on that later), the new car also produces as much as 490bhp per ton.</p>
<h3>Engine </h3>
<p>The unit supplying those numbers is an uprated version of the Aventador’s mid-mounted 6.5-litre V12. Power has been boosted with an all-new lightweight exhaust system, and adjustments to the V12's variable valve timing. </p>
<p>This widens the engine’s usable power band, while the new quad-tailpipe exhaust sharpens up throttle response thanks to a reduction in back pressure. Lamborghini also promises the projection of more ‘music’ from the 12-cylinder. </p>
<h3>Gearbox </h3>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="11">
<a href="http://www.evo.co.uk/lamborghini/aventador/15398/lamborghini-aventador-lp-750-4-sv-preview#11" data-gallery-id="15398" data-count="16"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_1424.jpg?itok=bl_PVfgo" alt="" /></a></div>
<p class="gallery-info"><span>Image 12 of </span>16</p>
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<p>Sending that power to all four wheels will be Lamborghini’s seven-speed ISR transmission. Rather than opting for dual-clutch autos like most rivals, Lamborghini’s automated manual with paddle shifters is the fastest of its kind in the world.</p>
<p>Its changes still aren’t as fast as double-clutched systems, but the gearbox’s more aggressive nature confirms Lamborghini’s intent in creating a driving experience tailored for drama, rather than pure performance numbers. </p>
<p>We’re eager to see if things have changed, because in the LP 700-4 at least, we described the swapping of cogs in the car’s most aggressive setting as ‘a little too violent.’ </p>
<h3>Chassis</h3>
<p>A substantial 50kg has been shaved from the Aventador’s dry weight, with the SV weighing in at 1525kg - 57 per cent of that sitting over the rear. The diet should help improve one of the main drawbacks we had with the standard car, which related to its hefty kerbweight. </p>
<p>Most mass has been saved with extensive use of carbonfibre. The SV’s monocoque is made from a mixture of carbon and aluminium, while the doors are pure carbon, as are new bucket seats. Noise insulation has been removed where not completely necessary, and large parts of the monocoque remain exposed to the interior.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="9">
<a href="http://www.evo.co.uk/lamborghini/aventador/15398/lamborghini-aventador-lp-750-4-sv-preview#9" data-gallery-id="15398" data-count="16"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_1413.jpg?itok=86re3OGf" alt="" /></a></div>
<p class="gallery-info"><span>Image 10 of </span>16</p>
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<p>The SV’s chassis has seen several modifications. It gains race car-spec pushrod suspension, which has forced Lamborghini to create bespoke settings for the Magnetico Rheological Suspension. The complex system enables rapid damping response times, helping to better handling and hide the car’s still fairly heavy mass (at least compared to rivals). </p>
<p>Also new on the SV is electromechanical Dynamic Steering. We aren’t normally convinced by the system's unnatural feel (it often features on performance Audis), but Lamborghini promises that it brings improvements to both high-speed stability and low speed manoeuvrability. We reckon we’d still prefer a normal system, but are happy to be proven wrong…</p>
<p>Sitting on lightweight centre-locking forged wheels of 20- and 21-inch (front to rear) diameters, the car gets Pirelli P Zero Corsa tyres as standard.</p>
<p>Drive is sent to all four wheels (hence the four in the name) through a Haldex IV based coupling system, enabling variable torque distribution between the front and rear axles. </p>
<p>A mechanical locking differential helps improve traction at the rear, while the front gets a brake-activated electronic system that works through the ESP to reduce understeer-inducing wheelspin. </p>
<p>Three chassis and engine settings are available through Lamborghini’s Drive Select System – Strada (road), Sport and Corsa (race) – to give the SV a more manageable character on the road, or harder edge on track. </p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="7">
<a href="http://www.evo.co.uk/lamborghini/aventador/15398/lamborghini-aventador-lp-750-4-sv-preview#7" data-gallery-id="15398" data-count="16"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_1453.jpg?itok=srvCe-Ug" alt="" /></a></div>
<p class="gallery-info"><span>Image 8 of </span>16</p>
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<h3>Aerodynamics </h3>
<p>The first thing that grabs attention when comparing SV to the standard Aventador has to be its aggressive bodywork. The standard car isn’t exactly a puppy-dog in this department, but the SV’s added aero-features will give it serious road-presence.</p>
<p>The launch car wears a slim, fixed rear wing, which sits above a large rear-diffuser and aero-focused rear bumper. </p>
<p>The front gets much of the same treatment, with new grilles and a larger-double veined front spoiler. Overall, the car looks like the track-spec cousin of the already fast looking LP 700-4. </p>
<h3>Brakes </h3>
<p>Standard fitment carbon ceramic discs of 400mm (front) and 380mm (rear) diameter work with six- and four-piston calipers (front-rear).</p>
<p>This setup is the same as the standard car, but in the lighter SV the system can curtail the 62-0mph stopping distance to 30-metres, 40cm shorter than the standard car. </p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="6">
<a href="http://www.evo.co.uk/lamborghini/aventador/15398/lamborghini-aventador-lp-750-4-sv-preview#6" data-gallery-id="15398" data-count="16"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/alp_1404.jpg?itok=wN5BIfC3" alt="" /></a></div>
<p class="gallery-info"><span>Image 7 of </span>16</p>
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<h3>Interior</h3>
<p>The SV gets a TFT touchscreen instrument display cluster, with an RPM shifting indicator in light blue, and G-force indicator below. </p>
<p>The new carbon seats are wrapped in black Alcantara with Y-shaped leather inserts. Around this drivers will find lots of Lamborghini’s Carbon Skin, something it claims is ‘flexible and robust.’</p>
<p>It achieves such flexibility as it’s a woven carbonfibre fabric, and is featured on the cabin’s roof and number of trim parts.</p>
<p>We’ll have shots of the interior added to our gallery when we meet the car in person this week.</p>
<h3>Price </h3>
<p>The Lamborghini Aventador LP 750-4 will be priced from 327,190 euros before taxes (around £237,273) when it goes on sale in late spring 2015.</p>
<p>The launch car is painted in Rosso Bia. Five more exterior colours will be available to buyers with a ‘virtually unlimited’ number of options under Lamborghini’s Ad Personam program. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/sam-sheehan">Sam Sheehan</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-03-03T12:00:00+00:00">3 Mar 2015</span></div> </div></div>Sun, 01 Mar 2015 14:38:30 +0000sams15397 at http://www.evo.co.ukCarsTuthill Porsche WRC 2015: All Roads lead to Aghadoweyhttp://www.evo.co.uk/track-and-travel/15395/tuthill-porsche-wrc-2015-all-roads-lead-to-aghadowey
<p class="short-teaser">
Richard Tuthill explains why Ireland was the logical next stop for the Monte winning 911 R-GT</p>
<div class="field field-name-body"><p> This project – a Porsche 997 GT3 rally car - started for us with an attempted entry on Rally Sweden four years ago. We thought there was a way to make it happen, but it was not meant to be. It wasn’t until the FIA officially sanctioned the GT rally car class (R-GT) mid-way through 2013 that we said ‘OK, this is a real market now. We need to be involved.’</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="5">
<a href="http://www.evo.co.uk/pictures/15396/tuthill-porsche-wrc-2015-all-roads-lead-to-aghadowey#5" data-gallery-id="15396" data-count="12"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/tuthill_porsche_997_rgt_testing_8.jpg?itok=rNB9h-5S" alt="" /></a></div>
<p class="gallery-info"><span>Image 6 of </span>12</p>
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<p>&gt;Read - <a href="http://www.evo.co.uk/track-and-travel/15328/tuthill-porsche-wrc-2015-ireland-testing" target="_blank">Tuthill Porsche WRC 2015: Ireland testing</a></p>
<p>Our team of 27 people has since been on a programme where we first had to build a car, then we did WRC Germany, then France, testing in Italy and then we had to focus on the Monte. Our next big event looks like it could be the Moscow Rally Masters Show in April, so that gave us a perfect window to come to Ireland, buoyed by our win in Monte Carlo.</p>
<p>Porsche has a rich rally history on this side of the water. Ireland opened its entire tarmac championship to the R-GT class last year and the Irish fans are amongst the most devoted anywhere in the world. We want to see our R-GT cars being rallied here.</p>
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<iframe class="media-youtube-player" width="620" height="349" title="Below Zero Ice Driving CarFest 2014" src="//www.youtube.com/embed/iWPWwRE9kaQ?wmode=opaque" frameborder="0" allowfullscreen>Video of Below Zero Ice Driving CarFest 2014</iframe></div>
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<p><em>Tuthill Porsche's cars have long been crowd pleasers</em></p>
<p>With the Circuit of Ireland approaching, I would love our car on this rally, as it’s a European Championship round and one of the greatest rallies in the world. We’ve built an incredibly proficient 911, that we know can be manipulated to perfectly suit the Irish terrain. Driving the 997 R-GT at speed down these stages, it feels nimble and sticks to the road, shrinking around the driver. It belongs on the Circuit of Ireland.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="0">
<a href="http://www.evo.co.uk/pictures/15396/tuthill-porsche-wrc-2015-all-roads-lead-to-aghadowey#0" data-gallery-id="15396" data-count="12"><img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/gallery_adv/public/tuthill_porsche_997_rgt_testing_14.jpg?itok=V9mNn7aR" alt="" /></a></div>
<p class="gallery-info"><span>Image 1 of </span>12</p>
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<p>We’re not kidding ourselves that we can take an overall win, but this project has never been driven by final positions. This is about passion: it’s a really cool thing to drive. I’ve had this vision that everyone who is involved in rallying will want to experience the Tuthill Porsche 997 R-GT car, but if there is any market where our car should be well received, given Porsche’s history and the nature of national rallying, it is here in Ireland. </p>
<p><em>Next time find out how Tuthill Porsche is doing after more testing in England. Can the 911 win again?</em> </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/tuthill-porsche">Tuthill Porsche</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-27T17:36:00+00:00">27 Feb 2015</span></div> </div></div>Fri, 27 Feb 2015 17:23:45 +0000sams15395 at http://www.evo.co.ukRacingAston Martin Lagonda Taraf luxury saloon confirmed for Europehttp://www.evo.co.uk/aston-martin/15394/aston-martin-lagonda-taraf-luxury-saloon-confirmed-for-europe
<div class="primary-image">
<img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/article_main_image/public/lagonda_021_0.jpg?itok=_JCia11w" alt="Aston Martin Lagonda" title="Aston Martin Lagonda" /> </div>
<p class="short-teaser">
Firm expands sales of its luxury limousine from the Middle East into Europe</p>
<div class="field field-name-body">
<p> When revealed last year, the <a href="http://www.evo.co.uk/news/evonews/292972/aston_martin_lagonda_saloon_confirmed.html" target="_self">Aston Martin Lagonda Taraf</a> marked the return of a badge that hadn’t graced a production car since 1990.</p>
<p>Unfortunately, that badge was to return only for Aston Martin’s Middle Eastern customers, with extremely limited production and left-hand drive production only.</p>
<p>Aston Martin has now confirmed the Lagonda Taraf will be available in continental Europe, the UK and South Africa too – and while production remains limited to 200 bespoke vehicles, right-hand drive is now an option.</p>
<p>Originally aimed at the firm’s incredibly wealthy Middle Eastern clients, the Lagonda Taraf is based on Aston Martin’s VH architecture – the same platform that has underpinned the majority of the marque’s range since the original Vanquish.</p>
<p>Freed from production of the One-77 (one of few modern Astons not to use the VH platform), the new Lagonda is produced, according to each customer’s tastes, in the same facility that once housed Aston’s hypercar.</p>
<p>Precise pricing details remain confidential, but the car’s styling is much less of a secret. Designed to evoke the lines of the last Lagonda saloon, Aston Martin’s design director Marek Reichman calls the car a ‘Concorde amidst airliners’ in the luxury saloon market.</p>
<p>‘The new model has been created as a piece of exceptional automotive art,’ he said, ‘It has been designed and developed entirely in keeping with the spirit and ethos of previous Lagonda super saloons.’</p>
<p>Aston Martin CEO, Dr Andy Palmer, says that opening the Lagonda up to other markets has been a priority since his appointment last year. ‘I’m very happy that we have been able to expand the Lagonda proposition,’ he adds. </p>
</div>
<span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/antony-ingram">Antony Ingram</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-28T09:00:00+00:00">28 Feb 2015</span></div> </div></div>Fri, 27 Feb 2015 17:19:45 +0000antonyi15394 at http://www.evo.co.ukCarsMagna Steyr Mila Plus – hybrid sports car concept debuts Genevahttp://www.evo.co.uk/news/15392/magna-steyr-mila-plus-hybrid-sports-car-concept-debuts-geneva
<div class="primary-image">
<img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/article_main_image/public/mila_0.jpg?itok=PjMxMMzO" /> </div>
<p class="short-teaser">
Hybrid sports car concept previews the engineering firm&#039;s latest tech</p>
<div class="field field-name-body">
<p> Supercars might make the headlines at the <a href="/tags/geneva-motor-show" target="_self">Geneva motor show</a> but Geneva is also a hotbed for innovative concepts and new technology.</p>
<p>Engineering firm Magna Steyr is one of those showing a forward-looking concept at the show, in the form of the Mila Plus.</p>
<p>The concept is a compact, lightweight sports car with a hybrid drivetrain. In layout, it isn’t dissimilar from the BMW i8 – there’s a mid-mounted three-cylinder petrol engine, and an electric motor at each end providing all-wheel drive traction and extra performance.</p>
<p>Combined power of 268bhp and peak torque of 786lb ft enables a 0-62mph acceleration figure of 4.9 seconds, while there’s enough power from the twin electric motors to reach 50mph in 3.6sec.</p>
<p>Despite the promised performance, CO2 emissions of 32g/km suggest low consumption too – around 205mpg. This should be taken with a pinch of salt however, as the European fuel consumption test makes healthy use of the electric range of hybrid vehicles. In the Mila’s case, that range is just under 47 miles on electric power.</p>
<p>Weight is similar to the i8, the Mila Plus just a shade heavier than the 1485kg BMW at 1520kg. Where the two differ is in construction: BMW’s effort pairs a carbonfibre-reinforced plastic tub with aluminium subframes, while Magna Steyr uses an extruded aluminium spaceframe.</p>
<p>In this context, the structure is lower weight than the equivalent steel chassis, has a modular setup and can be adapted for various driveline configurations.</p>
<p>The aluminium is then clad in plastic body panels – corrosion-resistant and offering greater styling flexibility. In this respect, the Mila Plus is every inch the modern sports car, with body panels seemingly stretched around the car’s structure.</p>
<p>The Mila Plus makes its debut at the 2015 Geneva motor show on March 3. </p>
</div>
<span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/antony-ingram">Antony Ingram</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-27T14:51:00+00:00">27 Feb 2015</span></div> </div></div>Fri, 27 Feb 2015 14:45:18 +0000antonyi15392 at http://www.evo.co.ukShowsVW Golf GTI on Michelin winter tyres: final reporthttp://www.evo.co.uk/track-and-travel/15390/vw-golf-gti-on-michelin-winter-tyres-final-report
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<img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/article_main_image/public/2014-11-01-11.13.47-hdr_0.jpg?itok=5akM4ieg" /> </div>
<p class="short-teaser">
Jon signs off by answering the question: is it really worth running winter tyres?</p>
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<p> So here we are, the final report in this winter tyre test and a summary of my findings over the past few months. This was a subjective test and from the outset I really wanted to answer the question; do we really <em>need</em> winter tyres in the UK?</p>
<p>The Michelin Pilot Alpin 4 tyres were fitted to my MK7 Golf GTI back in November, replacing the OE fit summer sports tyres. The test was particularly interesting to me as those OE fit tyres are widely regarded amongst MK7 owners (GTI and GTD alike) as being rather terrible, especially in wet conditions. I was really intrigued to see how the dynamics of the car would change with a different style of tyre.</p>
<p>Since the tyres were fitted I’ve covered around 5000 miles in all kinds of different conditions so I feel I can now deliver my verdict.</p>
<p>&gt;Read - <a href="/track-and-travel/15246/vw-golf-gti-on-michelin-winter-tyres-report-11" target="_blank">VW Golf GTI on Michelin winter tyres: report 11</a></p>
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<iframe class="media-youtube-player" width="620" height="349" title="VW Golf GTI on Michelin winter tyres" src="//www.youtube.com/embed/y914VS4ETTg?wmode=opaque" frameborder="0" allowfullscreen>Video of VW Golf GTI on Michelin winter tyres</iframe></div>
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<p>Back in November we were experiencing much higher temperatures than normal for that time of year, still around 12-14 degrees centigrade. Given the winters (or ‘cold weather tyres’) are designed to operate at temperatures below six to seven degrees, I thought it might have been a little too early for the test to begin. I thought they would have little to no grip and introduce some vagueness to the car. </p>
<p>As I mentioned back in an early report, I was very pleasantly surprised to find the opposite. The tyres instantly offered less road noise, an even more pliant ride and a perceived greater connection to the road surface.</p>
<p>Fast forward a few weeks to January and the temperatures plummeted at long last meaning regular deicing of the car in the mornings was required. This brought cold, greasy tarmac and the chance for the Michelin Pilot Alpins to really prove their worth.</p>
<p>They didn’t disappoint, finding grip that just shouldn’t have been there – as demonstrated to me by ten winters’ worth of driving experience. Of course, a different driving style is required to make the most of the grip as clumsy inputs overcome traction quite easily.</p>
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<p>I found the biggest limitation of the tyres was trying to change direction quickly, they don’t have the bite that sports summer tyres do and need a little time to ‘smudge’ and react to steering input. Smooth driving at six to seven tenths seems to be the optimum way to make progress in cold/wet conditions. </p>
<p>Driving at this pace also seems to suit the personality of the GTI too, especially my car which isn’t fitted with VW’s optional Performance Pack. It might sound strange reading that as a petrolhead but bear with me… If I had to choose a car solely for track work, I’d have a Caterham or an Ariel Atom for the raw, pure driving thrill. If I had to choose a GT car for crossing continents, an Aston Martin Vanquish with its creamy V12, eight-Speed automatic gearbox and supple suspension would be the weapon I’d choose. </p>
<p>I need a car that can cover miles in comfort as I often travel several hundreds of miles a day in my line of work, I need a reasonably practical car that is big enough to transport my guitars and amplifiers for my duties in a band, and I need something which is quick and entertaining enough to keep me satisfied on local B-roads.</p>
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<p>If I wanted the best handling hot-hatch I’d have bought a RenaultSport Megane 265 Trophy, but I needed the best all rounder, so I bought a Golf GTI with a DSG gearbox. I’ve covered nearly 13,000 miles in the 11 months I’ve owned the car and it has integrated perfectly into my life, so much so that I can’t think of anything that I would want to replace it with when the time arrives. Other than a Golf R Estate. </p>
<p>Back to the tyres… Other than their slight reluctance to respond to fast direction changes, I haven’t found a single downside to the Michelin Winters. The car was serviced last week and VW reported that there is still an equal 7mm tread depth on all corners, meaning that despite being a softer compound, the rubber is resisting wear nicely.</p>
<p>I have only driven in snowy conditions for a handful of miles during this test, but the performance of the car was quite incredible. In really slippery conditions there was never once a suggestion that I might have got stuck. Purely in the interests of conducting a proper test I performed some ‘emergency stop’ maneuvers from the national speed limit, and the braking performance was scarcely believable in such conditions.</p>
<p>In fact, it was the most impressive aspect of performance the winter tyres brought to the car.</p>
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<iframe class="media-youtube-player" width="620" height="349" title="VW Golf GTI on Michelin winter tyres" src="//www.youtube.com/embed/kiRKALq_YW4?wmode=opaque" frameborder="0" allowfullscreen>Video of VW Golf GTI on Michelin winter tyres</iframe></div>
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<p>Coming back to the question I asked at the beginning: do we really need winter tyres in the UK? Obviously, it depends on the area you live and the type of driving you do, but I can confirm that if you live in somewhere like West Lancashire (where winters often include sprinklings of snow and icy mornings), do many miles around the country in all kinds of conditions, then the extra level of safety the tyres bring is too great to ignore. The answer to the question is therefore is a resounding yes.</p>
<p><em>That concludes Jon’s Michelin Pilot Alpin winter test. If you want to read earlier reports, visit our <a href="/tags/my-evo-year" target="_blank">My evo Year</a> page.</em> </p>
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<span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/jon-birch">Jon Birch</a></span>
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<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-27T14:34:00+00:00">27 Feb 2015</span></div> </div></div>Fri, 27 Feb 2015 12:14:30 +0000sams15390 at http://www.evo.co.ukProductsTesla Model S hidden feature turns car into Lotus Esprit subhttp://www.evo.co.uk/tesla/model-s/15389/tesla-model-s-hidden-feature-turns-car-into-lotus-esprit-sub
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<img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/article_main_image/public/screen_shot_2015-02-27_at_11.06.09_0.png?itok=2gZ94B2_" /> </div>
<p class="short-teaser">
Hidden feature turns instrumentation 007</p>
<div class="field field-name-body">
<p> The Tesla Model S is well known for its hidden features, but this has to be the absolute best. Hidden within the car's menus is a means to change the Model S image on the display into that of the Lotus Esprit submarine from James Bond.</p>
<p>Holding your hand on the Tesla logo at the top of the 17-inch touch screen will open up the technician login menu. You then need to enter '007' as login details.</p>
<p>The suspension settings page for the car, which normally shows an image of the Model S, will then have transformed into a Lotus Esprit submarine.</p>
<p>Elon Musk, the man behind Tesla, recently purchased the Esprit used in the James Bond film The Spy Who Loved Me for $866,000.</p>
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<p>Sold by RM auctions, the car was restored and then eventually sold to a 'secret buyer'. This eventually turned out to be Musk.</p>
<p>Clearly a fan of pop culture references, the Model S has volume settings which turn up to 11, a subtle nod to classic mockumentary This is Spinal Tap.</p>
<p>Read our <a href="http://www.evo.co.uk/tesla/model-s" target="_blank">Tesla Model S review here</a></p>
<p>The Lotus Esprit feature was added to the Tesla Model S as part of software update v5.9 for those who own the car and wish to give it a go.</p>
<p>It was first spotted by <a href="https://instagram.com/great.white.buffalo/" target="_blank">Instagram user Michael Donahue</a>. </p>
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<span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/hunter-skipworth">Hunter Skipworth</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-27T11:11:00+00:00">27 Feb 2015</span></div> </div></div>Fri, 27 Feb 2015 11:11:33 +0000Hunter15389 at http://www.evo.co.ukCarsMarino Franchitti on SCG’s 003 supercar and GT racerhttp://www.evo.co.uk/news/15387/marino-franchitti-on-scg-s-003-supercar-and-gt-racer
<p class="short-teaser">
12 Hours of Sebring winner Franchitti speaks exclusively to evo about the GT racer he’ll drive at the N24H</p>
<div class="field field-name-body"><p> Supercar maker Scuderia Cameron Glickenhaus has revealed two new cars on its <a href="https://www.facebook.com/ScuderiaCameronGlickenhaus" target="_blank">Facebook page</a>, the new road going 003S and its GT racing version, the 003C. </p>
<p>Built from the off with racing in mind, the 003 looks to push the boundaries of conventional GT cars, appearing to take heavy influence from endurance racing’s prototype classes.</p>
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<p>Driving the car at this years Nurburgring 24 Hours will be Le Mans racer, 12 Hours of Sebring winner and occasional evo contributor, Marino Franchitti: He said ‘I’ve only seen renderings of the road car, but if it looks half as good as the racer, it will really be a thing of beauty.’</p>
<p>It should be quick too, because unconfirmed rumours suggest it’ll be powered by a Honda High Performance Department based turbocharged 3.5-litre V6, with an output of around 500bhp. Though Marino isn’t allowed to confirm details as of yet, he went on to say: </p>
<p>‘The car’s engine is completely bespoke and has been built in-house by the Scuderia Cameron Glickenhaus team. Yes, its basic underpinnings are based on something else, but in finished form, it’s essentially completely custom built for this car.’</p>
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<p>The 003C has recently undergone testing, being run on circuit against other endurance racers for the first time. We asked Marino if the test had hinted at the car’s prospects for the N24H race. </p>
<p>‘Until we get out there and run against all the GT3 cars at the Nurburgring, we just don’t know. We’ve got to be focusing on reliability first; once we get that sorted we can take it from there. But first we have to put miles on the car.’</p>
<p>The car was designed in Turin, Italy by Granstudio, and appears to borrow lines from the likes of the Ferrari Enzo, Audi’s R18 Le Mans racer and perhaps even the Lamborghini Veneno. Though it looks like a proper prototype, the car will compete in GT classes.</p>
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<p>‘It feels like a GT car first of all, because of the comfort and field of vision. The attention to detail is incredible; it’s just a beautiful car to look at and drive’ explains Marino. </p>
<p>‘Admittedly it does have a lot of LMP characteristics: the aero and the roofline for example. But at the end of the day it’s still a proper GT car, weight wise and with its power output. I’d describe it as a very aggressive GT car.’</p>
<p>So how much of the racecar will trickle across to its road going version? Marino’s input could have quite an impact on the supercar: </p>
<p>‘The race car was the first to run, so a lot of stuff learned from that will naturally carry over to the road car; setup changes and improvements to finish included. I know from driving the race car that the road version will be built with fantastic attention to detail.’</p>
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<p><em>Marino (pictured in our <a href="/videos/15323/watch-evo-recreates-iconic-best-motoring-videos" target="_blank">Best Motoring tribute</a> here) says he's 'seriously impressed' with the car</em></p>
<p>Marino will race the 003C at the Nurburgring 24 Hours over the weekend 16-17 May. Before he does, the racer and its 003S road going sibling will make their public debuts at the Geneva motor show in March.</p>
<p>Check back on <a href="/" target="_blank">evo.co.uk</a> next week for when we meet the car in the flesh. Until then, you can watch R&amp;T’s video below to hear the 003C prototype’s turbocharged V6 in action below.</p>
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<iframe class="media-youtube-player" width="620" height="349" title="SCG 003 - First Track Footage" src="//www.youtube.com/embed/w6fdQMgeQqM?wmode=opaque" frameborder="0" allowfullscreen>Video of SCG 003 - First Track Footage</iframe></div>
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</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/sam-sheehan">Sam Sheehan</a></span>
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<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-27T10:49:00+00:00">27 Feb 2015</span></div> </div></div>Fri, 27 Feb 2015 10:44:40 +0000sams15387 at http://www.evo.co.ukCarsMini Clubman Vision Gran Turismo – pictures of latest virtual racerhttp://www.evo.co.uk/mini/clubman/15385/mini-clubman-vision-gran-turismo-pictures-of-latest-virtual-racer
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<img typeof="foaf:Image" src="http://cdn2.evo.co.uk/sites/evo/files/styles/article_main_image/public/mini-vision-gt-brands_0.jpg?itok=iQnWBxM5" /> </div>
<p class="short-teaser">
Latest virtual racer takes cues from classic touring cars and the modern Mini range</p>
<div class="field field-name-body"><p> The latest generation Mini range won’t be quite as saturated as the outgoing range, but the company still has a remarkable ability to spin several different models off the same platform.</p>
<p>One we won’t be seeing – on the road, at least – is the Mini Clubman Vision Gran Turismo. The latest car to be announced for Gran Turismo 6 on the Playstation 3, it’s the most extreme Mini concept yet.</p>
<p>With little requirement for roadgoing feasibility with Vision Gran Turismo concepts such as those released by <a href="/renault/15115/alpine-vision-gran-turismo-video-and-pictures-of-virtual-racer" target="_self">Alpine</a>, <a href="/subaru/14729/subaru-viziv-gt-vision-gran-turismo-video-and-specs" target="_self">Subaru</a> and <a href="/news/evonews/291244/mercedes_amg_vision_gran_turismo_video_and_specs.html" target="_self">Mercedes-Benz</a>, Mini has gone to town on the Clubman’s powertrain.</p>
<p>The engine – of unconfirmed displacement and cylinder layout – produces 395 metric horsepower (390bhp) and sends its output through a six-speed paddleshift sequential gearbox to a permanent all-wheel drive system. The upshot is a 0-62mph time of 3.5 seconds and top speed of 180mph, depending on gearing – eminently adjustable in the game.</p>
<p>Styling is – given equally lax constraints – far more aggressive than anything we’ve seen from Mini so far.</p>
<p>While very visibly a product of the Mini brand, the car displays a hunkered-down, ground-hugging stance thanks to a wide track front and rear, massive 22-inch alloy wheels, a deep front air inlet and huge pumped-up arches.</p>
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<p>Carbonfibre splitters surround the front and sides of the car while a rear carbonfibre element serves as the Mini’s diffuser – accented by an LED brake light strip. Also notable at the rear – aside from rear light elements not unlike those appearing on the eventual production Clubman – are the twin exhaust pipes, protruding from the centre of the bumper.</p>
<p>LEDs feature at the front too, designed to evoke the black cross of tape used on historical race cars to prevent the lights shattering if hit by stones or in collisions. These LED units flank the traditional Mini grille, which also carries two spotlights similar to those on the <a href="/mini/john-cooper-works/13840/mini-superleggera-vision-sports-car-concept-unveiled" target="_self">Touring Superleggera Vision roadster</a>.</p>
<p>If the design can be criticised, it’s that it still looks more or less like ‘a Mini’. Despite the clean sheet approach taken by other manufacturers tackling their own Vision GT projects, Mini continues to paint itself into a corner by adopting familiar tropes – something Touring Superleggera managed to avoid with its own recent concept.</p>
<p>Nevertheless, the Clubman Vision will make an interesting addition to the game, and is available now as part of the latest update to Gran Turismo 6. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/antony-ingram">Antony Ingram</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-27T10:45:00+00:00">27 Feb 2015</span></div> </div></div>Fri, 27 Feb 2015 10:38:54 +0000antonyi15385 at http://www.evo.co.ukCarsMercedes-AMG GT3 official: the 6.2-litre V8 returnshttp://www.evo.co.uk/mercedes/amg-gt/15384/mercedes-amg-gt3-official-the-62-litre-v8-returns
<p class="short-teaser">
Incredible car set to debut at Geneva Motor Show</p>
<div class="field field-name-body"><p> The long rumoured Mercedes-AMG GT3 has now finally become a reality. Pegged to make its first public debut at the Geneva Motor Show, the new car sees the return of the incredible 6.2-litre V8 from the SLS AMG GT3.</p>
<p>Mercedes has developed the car to comply with FIA GT3 rules and intends to start shipping the new AMG GT3 to customer race teams by the end of 2015.</p>
<p>The car features a massive diffuser and rear wing, with a set of dive planes at the front for added aero. A widened body combined with larger air intakes also signify the car’s GT3 credentials. Press pictures show side exit exhausts, which is definitely no bad thing when it comes to the 6.2-litre V8.</p>
<p>While official power figures are still to be confirmed, the previous SLS GT3 car saw the 6.2-litre V8 produced 540bhp. Expect similar stats here.</p>
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<p>Mated to the V8 is a six speed sequential racing gearbox. This is mounted in a transaxle setup on the rear axle to help with weight distribution. Suspension comes in the form of aluminium double-wishbones all round.</p>
<p>Interestingly, the aluminium space frame from the road going version of the car makes its way over to the GT3 racer. This is then combined with a carbon-fibre seat pan and steel roll cage for further safety enhancements. Carbon-fibre has been used extensively throughout the AMG GT3. Virtually every panel, from the engine cover to diffuser and boot lid use it.</p>
<p>As we mentioned earlier, the Mercedes-AMG GT3 will be appearing at the Geneva Motor Show. Expect more on it then. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/hunter-skipworth">Hunter Skipworth</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-26T23:06:00+00:00">26 Feb 2015</span></div> </div></div>Thu, 26 Feb 2015 23:06:01 +0000Hunter15384 at http://www.evo.co.ukCarsFive of the best used V8 cars you can buy right nowhttp://www.evo.co.uk/buying-advice/15381/five-of-the-best-used-v8-cars-you-can-buy-right-now
<p class="short-teaser">
Five cars that’ll bring a thumping V8 into your life</p>
<div class="field field-name-body"><p> The V8 engine has long been celebrated as one of the marvels of motoring. From the big-blocks of America to the compact high-revvers of Italy, an eight-cylindered vee engine is a very special thing.</p>
<p>Rather worryingly however, the much-loved V8 is under threat. While several manufacturers still build them, pressures for downsizing and turbocharging could soon see V8 production restricted to only the most exotic of cars. Taxes and fuel prices make running a V8 increasingly difficult. Surely then, we should enjoy them while we still can.</p>
<p>&gt;Buy your dream V8 - <a href="http://www.classicandperformancecar.com/" target="_blank">Classic and Performance Car</a></p>
<p>To help you grab a V8 bargain while the market's still saturated, we’ve compiled a list of some of our favourites below. There are plenty of alternatives out there, but we hope you’ll agree each of the following five offers something special. If not, our <a href="/tags/best-buys" target="_blank">Best Buys</a> lists might hold what you're looking for.</p>
<h3>Vauxhall Monaro VXR </h3>
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<p>The Monaro might wear a Vauxhall badge on these shores, but underneath the Griffin sits a car of Australia. Why does it feature on this list? Lift up the bonnet and you’ll find a chest-thumping 6-litre V8. </p>
<p>The VXR’s engine – which was sourced from owners GM – produces 397bhp and 390lb ft of torque. Strong, but far from class leading numbers by today’s standards, but the Monaro isn’t about spec sheet numbers; though a 170mph top speed should certainly help out in a game of Top Trumps. </p>
<p>Where the Monaro excels is character. It’s never going to set a lap record – unless in slick-shod Monaro V8 Supercars form – but the lazy Aussie V8 muscle car somehow manages to get under your skin.</p>
<p>The thumping powerplant, simplicity of its chassis and unimposing looks, they all combine to make the Monaro feel like a big, soft oaf. Don’t be fooled though, it can turn brutal in seconds. The car is far from complex but certainly not unintelligent, it just sticks to an old philosophy that’s worked perfectly since the dawn of the V8. </p>
<p>When the car can be steered so easily on its rear axle and pitched from left to right with just the gentlest twitch of the steering wheel, all while seating five and possessing the lungs of a monster, it’s a heck of a lot of car for the money. £10k and you’re onto a winner.</p>
<h3>Porsche 928</h3>
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<p>The Porsche 928 did things a little differently from the plucky VXR. Designed for suit-wearing city workers rather than adrenaline craving hooligans, the 928 might wear a restrained Porsche exterior, but under the bonnet of the fastest GTS – drivers sit behind the engine in this Porsche - lives a 5.4-litre V8. </p>
<p>Power was rated at 340bhp enabling a 5.4sec 0-60 time. Alongside the fast stuff sits effortless performance, an interior trimmed in leather and super-touring credentials. It might have eight-cylinders to feed, but Porsche’s electronic engine management was advanced for the time, enabling, erm, 19mpg. If you're lucky.</p>
<p>The 928 never tried to steal the limelight from the harder and faster 911, it offered a different, less manic driving experience. The GTS was the fastest of the range, arriving towards the close of the car’s production run in 1992.</p>
<p>Reliable, comfortable, quick and great sounding, the 928 makes for an attractive proposition if frequent fuel stops aren’t a concern. And even if you can't source a later GTS, there are plenty of earlier models available on the UK market for less than £20,000. If a GTS is the one you want however, be prepared to spend in excess of £30,000.</p>
<p>&gt;Buy - <a href="http://www.classicandperformancecar.com/porsche/928" target="_blank">Porsche 928 on Classic and Performance Car</a></p>
<h3>E39 BMW M5 </h3>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="3">
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<p>Back when upsizing was the in-thing, BMW decided the straight-six in the old M5 wasn’t enough, what the E39 needed was a V8. How about a 4.9-litre? With 400bhp? Rapid even by today’s standards, the E39 was amongst the very first super-saloons back in 1999. </p>
<p>0-60 took 4.9sec and top speed was limited to 155mph, but derestricted cars are known to touch 180mph. The luxury German saloon wasn’t just brutal either, it was a finely tuned weapon. We said it had ‘sublime driftable handling’ when we ranked it 74<sup>th</sup> in our <a href="/features/features/239674/100_greatest_drivers_cars_countdown_8071.html" target="_blank">top 100 greatest drivers’ cars</a>. </p>
<p>Connected to a manual gearbox and equipped with only the most basic of electronic aids, the E39 M5 can be an animal at just the gentlest of throttle openings. Rein it all in however, and the M5 appears no different to an M badged 5-series to the untrained eye.</p>
<p>It appears now is the time to buy as well, because cars go for significantly less than £10,000. Surely a hard one to dismiss at that price.</p>
<h3>Jaguar XKR</h3>
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<p>It's amazing to say that a sleek bodied, V8 engined Jaguar can be had for less than £7,000. The XKR was worth more than £60k new, but now you’d have to spend little more than a tenth of that to drive an ultra-luxurious super-coupe onto the driveway. </p>
<p>Later cars featured a 4.2-litre V8, but earlier 4-litre machines are still highly desirable. Output was 370bhp, enabling a 5.2sec 0-60 time and 155mph limited top speed. </p>
<p>Though the car is some 15 years old, the XKR’s combed back looks still turn heads today. And with a five-speed auto ‘box and 387lb ft of torque, it’s still one of the best cars to effortlessly pose in.</p>
<p>Performance is sharp, as we experienced in our turn of the century tests where the car felt ‘lithe and adjustable.’ Though the supercharged V8 might possess ample torque, it still needs to be revved to get the best from it. This only makes driving the XKR more rewarding.</p>
<p>Fun as it may be, don’t expect to see much more than 15mpg on a run. And if you’re exploring that ‘adjustable’ chassis, don’t expect to reach double figures. If you can live with the Jag's tendency to empty a tank, the XKR is an undoubtedly strong contender for the shortlist.</p>
<p>&gt;Buy - <a href="http://www.classicandperformancecar.com/jaguar/xkr?year_from=1999&amp;year_to=2004" target="_blank">Jaguar XKR on Classic and Performance Car</a></p>
<h3>Audi R8 </h3>
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<p>It’s amazing to think that the original R8 arrived just a few years behind three of the four aforementioned cars. The R8 was so far ahead of the game when it launched in 2007, that even today, the first-gen car is impressive.</p>
<p>The <a href="/audi/r8/15380/audi-r8-2015-first-pictures-of-brand-new-supercar" target="_blank">Mk2 has just been revealed</a> and appears to represent a gentle evolution of the old car. That’s not because Audi's designers and engineers are lazy, but rather a confirmation that the old car was really that good.</p>
<p>If you don’t believe Audi, just ask Richard Meaden. He ran a V10’d R8 in Fast Fleet throughout 2014 and loved it so much that before he’d handed back the keys, he was surfing the classifieds for a V8. </p>
<p>The R8 manages to do everything so well. Pop to the shops? The R8’s a pussycat. Attack a race track? The R8 is waiting to charge down the back straight. Traction, braking and poise: all are strong traits of an R8.</p>
<p>With upwards of 432bhp and four-wheels to drive, despite being the youngest here, the 4.2-litre FSI V8 can’t offer much more than 19mpg (there’s a trend emerging amongst these V8s). Aside from its thirst however, the R8 is a very usable car.</p>
<p>As a result, you’ll need around £50,000 to begin your R8 search. And though it’ll be a long time before you can call an R8 an investment, you’d certainly be getting a lot of eight-cylindered bang for your buck.</p>
<p>&gt;Buy - <a href="http://www.classicandperformancecar.com/audi/r8?year_from=2007" target="_blank">Audi R8 on Classic and Performance Car</a> </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/sam-sheehan">Sam Sheehan</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-26T19:04:00+00:00">26 Feb 2015</span></div> </div></div>Thu, 26 Feb 2015 18:13:13 +0000sams15381 at http://www.evo.co.ukCarsevo Car Technology – GKN eDrive and AWD Disconnecthttp://www.evo.co.uk/features/15377/evo-car-technology-gkn-edrive-and-awd-disconnect
<p class="short-teaser">
GKN’s complex drivelines make driving on ice easy. We explain why (with the help of video)</p>
<div class="field field-name-body"><p> Hands up those of you who know which company makes the <a href="http://www.evo.co.uk/bmw/i8" target="_blank">BMW i8</a>’s two-speed eAxle. I’ll give you a clue: the answer isn’t BMW.</p>
<p>If your hand is down, don’t worry, because it’s not likely you’d have come across GKN's name outside of an engineering workshop. More familiar with working behind the scenes, the British firm is responsible for creating important components for the drivelines for some of the world’s most technologically advanced production cars. But it doesn’t expect us to know that.</p>
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<p>The poster boys of GKN’s products include the i8, <a href="http://www.evo.co.uk/carreviews/evocarreviews/289507/porsche_918_spyder_review_and_video.html" target="_blank">Porsche 918 Spyder</a>, <a href="http://www.evo.co.uk/carreviews/evocarreviews/270685/driven_range_rover_evoque_diesel.html" target="_blank">Range Rover Evoque</a> and perhaps most interestingly in 2015, Ford’s forthcoming <a href="http://www.evo.co.uk/ford/focus-rs/15137/ford-focus-rs-2015-preview-specifications-pictures-pricing-and-more" target="_blank">Focus RS</a>.</p>
<p>The thing is, most buyers won’t know that the systems helping these cars transmit power to the road are GKN’s, and even fewer will realise how much work these systems are doing. GKN wants to change that.</p>
<p>The company wants buyers to understand that the reason the BMW i8 is able to use smaller electric motors - without hampering performance - is because of its two-speed eAxle. And the reason the Range Rover Evoque feels significantly lighter than its 1640 kilograms, is because the Twinster system fitted to the rear-axle makes it incredibly agile.</p>
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<p>In order to demonstrate how the systems work, GKN flew a group of unsuspecting journalists over to the snowy climates of Sweden, to its test track in a small town called Arjeplog. But this is no ordinary test track, because GKN’s circuit is located on a frozen lake. And the first car I find myself beside is, lo and behold, a BMW i8. I waste no time in lifting open its featherweight door.</p>
<p>Despite wearing proper winter tyres (unstudded, I must add), just small prods of the throttle confirm the i8’s 357bhp is more than a match for the lake’s frozen surface. There are just a few centimetres of ice between my backside and a lake full of hypothermia-inducing water, but right now, I’m just hoping I don’t plow the car’s carbon nose into a snowbank. </p>
<p>I’ve left the car’s electronic stability control on as I enter GKN’s circular circuit. The circle has a 250-metre diameter, so there’s plenty of space to play with, yet no matter how hard I try the i8 won’t step into a slide. My passenger, a GKN engineer, gives me the ‘man up’ look and suggests switching off the ESP.</p>
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<iframe class="media-youtube-player" width="620" height="349" title="BMW i8 GKN Driveline Wintertest" src="//www.youtube.com/embed/j6cyXWRQ_YM?wmode=opaque" frameborder="0" allowfullscreen>Video of BMW i8 GKN Driveline Wintertest</iframe></div>
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<p>I hesitate (do I really want to steer a £100+k sports car on ice, unassisted?), click the button, and power on. 184lb ft of torque arrives instantly – that’s the joy of an electric motor powering the front axle – with a further 236lb ft arriving as revs rise in the three-cylinder engine over my shoulder. </p>
<p>Rather than firing me into a snowy landscape, I immediately feel the rear begin to widen its approach. Before I know it, I’m managing a slide, and to my surprise, holding it around the curve. It takes only a couple of seconds to learn that gentle adjustments to the throttle and smooth but quick steering corrections are met with vast yaw angles and a resulting cheek-to-cheek grin.</p>
<p>Three laps of drifting in I ask the engineer if the ESP is still partially switched on - there’s no way I could be sliding an i8 around with such precision this early on, surely. While his response omitted any relation to natural talent, I was still surprised to hear him say that it was in fact the i8’s eAxle helping both ends of the car work together.</p>
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<p>In helpful layman’s terms, he said that rather than killing the front-axle’s motor at high speed, the eAxle’s two-speeds enable drive to the front to remain constant, offering proper all-wheel drive at all speeds. Most other hybrid-electric cars cut electric power above a certain speed.</p>
<p>Considering the i8’s two axles are completely independent – they each use different powertrains after all – this is incredibly impressive. It manages power so effectively that the i8 doesn’t feel lacking without a rear limited slip diff or front active torque vectoring.</p>
<p>This system proves equally impressive on GKN’s twisty handling track, and it’s only when I forget my name doesn’t end with Loeb that I slide the car sideways into a snow bank. Thankfully, GKN has a winch-equipped Land Rover Defender on standby for when us journos run out of talent. Let’s just say there’s a busy day ahead for the old Landy…</p>
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<p>After my go in the i8, I jump into a prototype Mini Countryman. Though it looks completely standard, the Countryman is in fact equipped with GKN’s Disconnect driveline, complete with Twinster clutch packs. Production Minis don’t use this system - BMW decided they don’t need it - but as I head back onto the lake, I quickly realise it's effectiveness.</p>
<p>Key talents of the AWD Disconnect Twinster system include its ability to run the car as pure front-wheel drive above 22mph; disengaging the rear axles’ clutches lowers rolling resistance, saving fuel when cruising. When power is needed out back, the system automatically engages the clutches – taking just 300 milliseconds – and drive is sent rearwards.</p>
<p>The rear axle features two clutches – one for each wheel – enabling power to be independently controlled. This allows the system to control torque (aka torque vectoring) and act like an electronic limited slip differential. Sounds promising, but how does it translate on the ice?</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="14">
<a href="http://www.evo.co.uk/pictures/15378/evo-car-technology-gkn-edrive-and-awd-disconnect#14" data-gallery-id="15378" data-count="17"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/ts4_9764_0.jpg?itok=S_rim6Dn" alt="" /></a></div>
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<p>I’ll admit, I didn’t think my smile could get any wider than it was when in the i8, but GKN’s demonstrator Mini Countryman was about to prove me wrong. Ok, so third gear whines loudly (this doesn’t help stop the WRC related fantasies in my head), and despite the odometer confirming it's faced thousands of hard miles, the Mini feels as agile as ever. </p>
<p>On the handling track, the system’s ability to send power to the outside rear wheel enables me to muster up ridiculous slide angles. If it all gets too much, I only have to ease off the throttle and almost immediately, the car begins to straighten up. More throttle, more slide; less throttle, less slide. It’s that simple.</p>
<p>The Evoque (which features a production version of the same system) I jump into after is much the same, albeit from a higher vantage point. I begin to develop a rhythm, angling the Evoque’s nose at apexes and gently sliding its tail towards exits. Not even the promise of a moose soup lunch can draw me back to GKN’s lakeside hut.</p>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="6">
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<p>Perhaps the most exciting thing about GKN’s Disconnect Twinster system is that rumours suggest it'll feature on the forthcoming Ford Focus RS. That car will have to handle more than 315bhp, so the fitment of GKN’s innovative Disconnect Twinster system could ensure it’ll be a very agile hot hatch indeed.</p>
<p>So what did I learn from my frozen lake experience with GKN? Firstly, nothing can top the confidence a sorted four-wheel drive system provides in slippery conditions. </p>
<p>Secondly, we might be hearing quite a bit more about GKN Driveline in coming months and years. Given the talents of its current product range, which also includes electronic torque vectoring and other intricately complex driveline systems featured on the other pictured cars, it's safe to say this is a very good thing.</p>
<p>Oh, and thirdly, I learned that driving on ice is bloody fun. Really bloody, seriously fun. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/sam-sheehan">Sam Sheehan</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-26T09:00:00+00:00">26 Feb 2015</span></div> </div></div>Wed, 25 Feb 2015 18:11:34 +0000sams15377 at http://www.evo.co.ukCarsBMW M4 review - Price, Specs and 0-60 timehttp://www.evo.co.uk/bmw/m4
<div class="field field-name-field-review-for field-type-text field-label-above"> <div class="field-label">For&nbsp;</div>
<div class="field-items"> <div class="field-item even">Serious straight line performance, styling, dry-weather handling</div> </div></div><div class="field field-name-field-review-against field-type-text field-label-above"> <div class="field-label">Against&nbsp;</div>
<div class="field-items"> <div class="field-item even">Very tricky in the wet and over challenging roads</div> </div></div><div class="field field-name-body">
<h3>evo Verdict </h3>
<p>With its new and more powerful turbocharged engine the M3 has been lifted to a higher level of straight line performance. It’s a shame to have lost the high-revving, normally aspirated engines old previous generations, but it’s difficult to argue with the new model’s sheer pace. </p>
<p>The styling is superb on both four-door M3 and two-door M4 models, and cabin quality is very good, too. There’s no quick and simple way to describe their dynamics – read on to find out why – but suffice to say they cannot be accused of being dull or benign. </p>
<h3>evo Tip</h3>
<p>Keen trackday drivers should consider the £6250 M carbon ceramic brakes. They don’t come cheap, but they really are very effective on circuit under sustained use. The previous E90-generation M3 was seriously hobbled by its weak cast iron brakes, and although the standard brakes on this new model are much improved, the optional carbon ceramics are even better. </p>
<p>It was something of a surprise when BMW confirmed that the M3 and M4 would be available with a manual gearbox – many assumed that they would be DCT only. However, the vast majority of buyers are paying extra for the twin-clutch gearbox.</p>
<h3>BMW M4 Video</h3>
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<iframe class="media-youtube-player" width="620" height="349" title="scXXhmknySA" src="//www.youtube.com/embed/scXXhmknySA?wmode=opaque" frameborder="0" allowfullscreen>Video of scXXhmknySA</iframe></div>
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</div>
<h3>evo Comment</h3>
<p>‘The new M3 and M4 are far from easy cars to assess and deliver a verdict on. The problem is that they have narrow operating windows – on dry and largely flat roads that really are superb, with incredible turn in grip and agility to burn. When the road begins to crest and undulate, or should the road be wet and greasy, they run out of body control and they become severely traction limited. </p>
<p>‘Cars such as this should, arguably, have broad operating windows, but the M3 and M4 are so aggressively tuned that they often feel out of their depth.’ Dan Prosser, road test editor.</p>
<!--smartpagingmeta {"data_id":1425048038395,"meta_name_title_content":"BMW M4 Performance and 0-60 time | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"Performance and 0-60 time","url":""}--><!--smartpagingurl ""--><h3>Performance and 0-60 time</h3>
<p>The fifth-generation M3, equipped with the optional DCT gearbox, will hit 62mph from standstill in just 4.1 seconds according to the official figures. In our own tests it went on to crack 100mph in 8.6 seconds, which makes it as accelerative as a Ferrari 430. For reference, the previous V8-powered M3 required 10.3 seconds to hit 100mph according to our timing gear. </p>
<p>A sophisticated launch control system – which the driver can adjust to suit the grip levels – helps the car to get away from the line as quickly as possible every time.</p>
<p>BMW claims that the six-speed manual version will reach 62mph in 4.3 seconds, which puts it slightly behind the DCT model in acceleration terms, but that remains a deeply respectable figure for a 1595kg, rear-wheel drive car. Top speed is electronically limited to 155mph in all versions. </p>
<p>The latest generation model might have lost the previous versions’ soulful, high-revving normally aspirated engines, but the switch to turbocharging has lifted it to a new realm of performance. With considerably more torque the new model is not only faster off the line, but significantly more accelerative through the gears, too, which makes it feel much faster in real-world use.</p>
<!--smartpagingmeta {"data_id":1425048172063,"meta_name_title_content":"BMW M4 Engine and Gearbox | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"Engine and Gearbox","url":""}--><!--smartpagingurl ""--><h3>Engine and Gearbox</h3>
<p>For the first time in the M3’s 30-year history it is now turbocharged rather than normally aspirated. This is in response to increasing ecological concerns and the need for manufacturers to reduce their fleet average carbon emissions. Gone, too, is the old 4-litre V8 of the previous E90-generation M3; in its place is a 3-litre, twin-turbocharged straight six, codenamed S55. </p>
<p>Power is only up marginally over the previous model – from 414bhp to 425bhp – but torque has increased from 295lb ft at a peaky 3900rpm to a mighty 406lb ft from just 1850rpm.</p>
<p>That gives the new model much more real-world straight-line performance, although the free revving nature and spine-tingling soundtrack of those motorsport-inspired engines of old has been lost. Having said that, BMW does deserve some credit because this engine is among the very best performance car turbo engines on the market with sharp throttle response and a willing top end – if turbocharging is the future of the performance car, let the S55 be the benchmark for other manufacturers. </p>
<p>In an effort to recreate some of that emotional engagement, BMW augments the sound of the new turbo engine by using the speakers within the cabin. The result, unfortunately, is not entirely convincing. </p>
<p>BMW offers buyers the choice between a six-speed manual gearbox and a seven-speed twin-clutch DCT unit. At a time when many manufacturers seem to be killing of their manual transmissions it’s great to know that M3 and M4 buyers can still opt for a stick and a pedal – although very few of them actually will.</p>
<p>The DCT ‘box is very effective, both in manual and auto mode. It can be a little clunky when left to its own devices, particularly when cold, but shifts are generally smooth and quick. In manual mode they bang in with a real intensity, responding immediately to the driver’s tweaks of the steering wheel-mounted paddles. It’s a very impressive piece of engineering that suits the car well. </p>
<p>We do have some concerns over its reengagement manners, though, especially when shifting from third to fourth gear under full throttle load. When the new gear comes in, the torque delivery is so quick and abrupt that it can upset the rear axle and affect the car’s balance.</p>
<!--smartpagingmeta {"data_id":1425048200488,"meta_name_title_content":"BMW M4 Ride and Handling | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"Ride and Handling","url":""}--><!--smartpagingurl ""--><h3>Ride and Handling</h3>
<p>BMW has worked very hard to keep the weight of the M3 and M4 as low as possible – the prop shaft, for instance, is carbon fibre, as are the roof panel and bootlid. The resulting kerb weight of 1595kg is some achievement, then, particularly when you consider that the Lexus RC-F – a direct rival – weighs in at 1765kg. </p>
<p>The result is that the M3 and M4 feel alert, agile and responsive. There is so much grip across the front axle that it seems nigh impossible to get the thing to understeer – that gives the car enormous cross country pace. For the first time in the M3’s history the steering is electrically-assisted rather than hydraulic, as is the way in the industry these days. The consequence is that the detailed feel of previous models has been lost, but this new system is at least crisp and very precise. </p>
<p>In dynamic terms, this is a complicated car. On dry, relatively flat roads it really is no less than superb, with agility, grip and on-throttle adjustability to spare. With the stability control knocked into its intermediate M Dynamic Mode you can enjoy the car’s finely-balanced and exploitable chassis without throwing away the safety net altogether. Naturally, with the systems fully off it will execute the most impressive oversteer slides, but not before you have grown accustomed to the aggressive torque delivery.</p>
<p>Which brings us on to the first of the M3/M4’s weaknesses. That massive and immediate torque surge can upset the rear axle very suddenly, particularly in wet or greasy conditions. The car is traction limited in all but the driest conditions and that makes extracting all of its performance on a winding road something of a wild ride.</p>
<p>The chassis also lacks body control when the road begins to crest and undulate. Rather than giving the impression of being locked into the road surface, the car instead goes light at the rear axle and gives the impression of trying to break away. Again, this can make the car a real handful to drive quickly. </p>
<p>Although the standard cast iron brakes are more than up to the job, the optional M carbon ceramic brakes (£6250) are even better on circuit – keen trackday drivers should seriously consider these despite the significant additional outlay.</p>
<!--smartpagingmeta {"data_id":1425048257133,"meta_name_title_content":"BMW M4 MPG and Running costs | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"MPG and Running costs","url":""}--><!--smartpagingurl ""--><h3>MPG and Running costs</h3>
<p>The move towards turbocharging has made the M4 a much more frugal car when it comes to the boring stuff. The E92 generation M3 was a serious commitment when it came to fuel costs, but now, finally the M3/M4 are far more manageable.</p>
<p>BMW promises 34mpg, but in reality mid-20s is much more likely on a motorway cruise. Perhaps more crucial is that pushing on in the M4 doesn't completely cripple the average fuel consumption figure. It's still thirsty but a B-road blast isn't going to use as much fuel as what you could expect from the E92 M3.</p>
<p>As for running costs, tyres are obviously expensive and given the way that the M4 delivers its torque, you will get through them. The Pilot Super Sports fitted to the car cost around £1000 a set, which is important to consider, especially if you're planning track days.</p>
<p>It's important to remember with the M4 that it needs a running in service at 1200 miles. Also worth noting is that the M4's launch control system is usually activated at this service so you can use it. Running in should be free.</p>
<p>Servicing costs after that depend on the package you have setup with BMW. Parts will not be cheap as it's an M-division car so most consumables carry a premium over a standard 3-series.</p>
<p>Carbon ceramic brakes offer a huge lifetime on discs, but are very expensive as an option.</p>
<!--smartpagingmeta {"data_id":1425048282212,"meta_name_title_content":"BMW M4 Prices, Specs and Rivals | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"Prices, Specs and Rivals","url":""}--><!--smartpagingurl ""--><h3>Prices, Specs and Rivals</h3>
<p>The BMW M4 starts at £57,050 for the coupe and goes up to £61,145 for the convertible. Both can be optioned with a wide array of kit which will easily drive the car over the £65k mark. Carbon ceramic brakes for example add £6250, while adaptive LED headlights cost £1600.</p>
<p>For the performance on offer, this puts the M4 squarely in line with the likes of the new C63 AMG, the Audi RS5 and the Lexus RC-F. Arguably, the M4 is a different ownership proposition to all of them, being a more raw and hard edged car and lacking some of the V8 specialness found in the competition.</p>
<p>Plentiful track testing with the M4 reveal that the carbon ceramic are fantastic, but perhaps not an option worth ticking unless you intend on driving the M4 hard frequently.</p>
<p>In pure specs terms however, the M4's standard offering perhaps bests its rivals. iDrive remains one of the best in-car entertainment systems you can get, while the special M-Sport seats are nice to look at and fantastically supportive and comfortable.</p>
<p>The M4 is a car that continues to win road tests when pipped against rivals, but only just by the hair on its chin.</p>
<!--smartpagingmeta {"data_id":1425048305346,"meta_name_title_content":"BMW M4 Interior and Tech | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"Interior and Tech","url":""}--><!--smartpagingurl ""--><h3>Interior and Tech</h3>
<p>The M4 gets several touches that seperate it out from a standard 4-series. That is, gloss carbon fibre across the dash and along the centre console. The seats though, as we already mentioned, are probably the interior highlight.</p>
<p>Step out of the M4 at night and you notice that both front seats feature backlit M Sport logos. They have plenty of side bolstering, adjustability and are comfortable on long journeys.</p>
<p>The M4's steering wheel is also one of the best there is, avoiding the now ubiqitous flat bottom with something that feels just right in the hand. Opting for the DCT gearbox also adds shift paddles to either side.</p>
<p>iDrive is arguably the best in car nav and entertainment system on the market right now. Controlled either via the steering wheel or using a clickwheel positioned on the transmission tunnel, it's easy to use and the wide screen high-resolution display is clear in any condition.</p>
<p>£675 options a harman/kardon sound system onto the M4. It's not the best optional audio package on the market, but definitely gives a boost to the sound setup in the car. It's also cheaper than some of the competition's.</p>
<p>Other tech includes internet connections, web-based music browsing and a heads up display. The latter has been optioned onto the long term BMW M4 that we run and is definitely worth considering. The rest add little to the user experience and won't do anything for residual values if you come to sell the car.</p>
<!--smartpagingmeta {"data_id":1425048326438,"meta_name_title_content":"BMW M4 Design | [smart-paging:page-number] | [site:name]","meta_name_description_content":"[node:field-short-teaser]","meta_name_og:title_content":"[node:title]","meta_name_og:description_content":"[node:field-short-teaser]","meta_name_og:image_content":"[node:field_teaser_image]","meta_name_og:url_content":"[current-page:url:all-arguments]","meta_name_twitter:url_content":"[current-page:url:all-arguments]","meta_name_twitter:title_content":"[node:title]","meta_name_twitter:description_content":"[node:summary]","meta_name_copyright_content":"Dennis Publishing Limited, licensed by Felden","meta_name_canonical_content":"[current-page:url:all-arguments]","meta_name_shortlink_content":"[current-page:url:unaliased]","navigation_title":"Design","url":""}--><!--smartpagingurl ""--><h3>Design</h3>
<p>The M4 works hard to seperate itself out from a 4-series. The 'powerdome' hood returns, while the front end features a completely new look set of air inlets for the twin-turbo straight six engine.</p>
<p>Mirrors, kindey grilles and M4 badging everywhere further highlight the M4's sporting credentials. The back end of the vehicle features a set of quad tailpipes, now synomous with M-division vehicles.</p>
<p>For those still not content that their M4 looks sporting enough, colour choices range from black and grey, to the far brighter Austin Yellow and Yas Marina blue. Those who option carbon ceramic brake discs also get a set of gold calipers.</p>
<p>Wheel choices range from 19-inch black and silver M-Sport wheels to a smaller gloss silver 18-inch offering. </p>
</div>
<div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-25T16:30:00+00:00">25 Feb 2015</span></div> </div></div>Wed, 25 Feb 2015 16:42:26 +0000Hunter15376 at http://www.evo.co.ukCarsAudi Prologue Avant concept hints at design language of next A6http://www.evo.co.uk/audi/15374/audi-prologue-avant-concept-hints-at-design-language-of-next-a6
<p class="short-teaser">
The future of the fast estate</p>
<div class="field field-name-body"><p> Audi has lifted the lid on its Prologue Avant concept. The images show a rough outline of the approach Audi will likely be taking with the next generation A6.</p>
<p>As is the way with Audi right now, lighting takes centre stage in the concept's design. The front boasts a set of laser headlights, while the air intakes for the car incorporate daytime running lights.</p>
<p>Almost taking the looks of the A7 and drawing them out longer, the low roofline slopes down aggressively towards a single red lighting strip.</p>
<p>The interior of the concept draws on the Virtual Cockpit found in the Audi TT, but extends things further, with multimedia handled by a long single display that runs along the entire central dash. Below this is another screen for controlling the car's driving setup, while the left of the wheel boasts a display for assistance tech.</p>
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<a href="http://www.evo.co.uk/audi/15375/audi-prologue-avant-concept#2" data-gallery-id="15375" data-count="3"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/scg15_int_001.jpeg?itok=SWb6d1E8" alt="" /></a></div>
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<p>Like Volvo's decision to minimise clutter with the XC90, it seems like the move towards multiple displays for the concept hints at a simplified streamlined approach. The already on sale TT has done something very similar with its emphasis on driver involvement and using one display for multiple functions.</p>
<p>Really though, what excites us is what the Avant could become. Audi doesn't exactly messa about when it comes to super fast estates and the RS6 currently on sale is already a seriously exciting car.</p>
<p>Audi will have the Avant concept at the Geneva Motor Show, we will be bringing you more on it there. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/hunter-skipworth">Hunter Skipworth</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-25T15:32:00+00:00">25 Feb 2015</span></div> </div></div>Wed, 25 Feb 2015 15:27:22 +0000Hunter15374 at http://www.evo.co.ukCarsMcLaren 675LT preview: new V8, 541bhp/ton, 7.9sec to 124http://www.evo.co.uk/mclaren/15372/mclaren-675lt-preview-new-v8-541bhpton-79sec-to-124
<p class="short-teaser">
McLaren has confirmed the specifications of its track-biased 675LT</p>
<div class="field field-name-body"><p> McLaren has revealed the technical details of its forthcoming 675LT supercar. Lighter and more powerful, the fastest Super Series model borrows its name from the carmaker’s iconic F1 GTR Longtail and is heavily focused on track performance.</p>
<p>Read on to find out why the 675LT one of McLaren’s most potent creations.</p>
<h3>Performance</h3>
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<p>The 675LT weighs just 1230kg dry, a significant 100kg less than the 650S. Power is also upped to 666bhp at 7100rpm (25bhp up on the 650S), giving the new car 541bhp/ton power-to-weight ratio. That’s some 59bhp more than Ferrari’s new charger, the <a href="/ferrari/15210/2015-ferrari-488-gtb-everything-you-need-to-know-specifications-pictures-and-more" target="_blank">488 GTB</a>. Torque also grows to 516lb ft at 5500-6500rpm.</p>
<p>&gt;Read - <a href="/carreviews/evocarreviews/292171/mclaren_650s_review_price_and_specs.html" target="_blank">McLaren 650S review</a></p>
<p>Straight-line performance figures initially appear largely unchanged from the 650S however: 0-62mph takes the same 2.9sec and top speed is a claimed 205mph, 2mph less than the 650S. But once rolling, the 675LT packs substantially more punch, as illustrated by a 7.9sec 0-124mph time – half a second quicker than the 650S and four tenths faster than the 488 GTB. </p>
<h3>Engine </h3>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="11">
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<p>The cause for this extra shove is an uprated 3.8-litre V8, featuring new, more efficient turbos, detail design changes to cylinder heads and exhaust manifolds, new camshafts and lightweight connecting rods, and a more powerful fuel-pump and delivery system.</p>
<p>In total, more than 50 per cent of the 675LT’s engine components are new, and as such, the engine has a received a new engine code: M838TL (the L presumably added to signify Longtail). </p>
<h3>Gearbox</h3>
<p>No changes here as power will be sent through McLaren’s seven-speed seamless-shift gearbox - aka SSG – with steering wheel mounted rocker paddles.</p>
<h3>Chassis</h3>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="4">
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<p>The chassis has received a substantial number of changes from the 650S, with around a third of the new car being modified.</p>
<p>Suspension has been tailored to offer a track-biased setup, and as such, the car sits 10mm closer to the ground at 1188mm. The car’s stance is also a tiny 2mm wider at 2095mm, while balance remains unchanged at 42.5/57.5 per cent front-rear. </p>
<p>The car will also feature the same Proactive Chassis Control electronics as the 650S, but the three driving modes – Normal, Sport and Track – have been tailored for the 675LT. Presumably, this will see Track mode offer even sharper responses.</p>
<p>&gt;Watch - <a href="/mclaren/15090/mclaren-675lt-to-debut-in-geneva" target="_blank">McLaren 675LT to debut in Geneva</a></p>
<p>Modifications also include a longer body – some 34mm longer than the 650S’ 4512mm length, hence the use of the Longtail name – with a longer, carbonfibre active-airbrake that is 50 per cent bigger and a fraction lighter than, you guessed it, the 650S’.</p>
<p>Below this, twin-exit tailpipes come part of a new forged titanium crossover exhaust system that saves a further 1.1kg of weight. No doubt the system will project a racier tone too.</p>
<p>Weight has also been saved in the cabin thanks to carbonfibre-shelled bucket seats, taken from the McLaren P1 and upholstered in Alcantara as standard. McLaren has also removed weighty mod cons like air-conditioning – though it can be added as a no cost option.</p>
<h3>Aerodynamics</h3>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="12">
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<p>The nose of the car gains a new front bumper with a larger carbon front splitter, with new front-wing endplates sitting either side to create a more aggressive aero setup.</p>
<p>Turbulent air generated by the car’s front arches is then cleaned up as it passes along new carbon side sills, before being channelled into the 675LT’s dominating engine air intakes.</p>
<p>In order to help evacuate hot air from the engine bay, McLaren has left the rear deck exposed and added slats to the polycarbonate engine cover.</p>
<p>Underneath this, a carbonfibre diffuser cleans up airflow from under the car, working with the longer tail and air-brake to offer more downforce at high-speed. </p>
<h3>Brakes </h3>
<p><div class="referenced-gallery-node"><div class="picture type-image file-gallery-adv-full" data-delta="8">
<a href="http://www.evo.co.uk/mclaren/15373/mclaren-675lt-preview-new-v8-541bhpton-79sec-to-124#8" data-gallery-id="15373" data-count="14"><img typeof="foaf:Image" src="http://cdn1.evo.co.uk/sites/evo/files/styles/gallery_adv/public/mclaren-675lt_studio_09.jpg?itok=mGh1UMWx" alt="" /></a></div>
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<p>As is the case on the 650S, the 657LT will come as standard with carbon ceramic discs of 394mm (front) and 380mm (rear) diameters. These will be accompanied by six-piston calipers and mounted to forged aluminium hubs. </p>
<p>The launch car sits on 19- (front) and 20-inch (rear) five-spoke wheels, wrapped in sticky 235/35 and 305/30 Pirelli P Zero Trofeo R rubber as standard. Even the P1 hypercar only got these as an option (though the P1’s standard Corsas featured a bespoke design).</p>
<p>Due to Trofeo Rs’ extreme track-focused character, more road friendly P Zeros are also offered as a no cost option.</p>
<h3>Price</h3>
<p>We expect the 675LT’s starting price to substantially increase on the 650S’ £195,250, with £260,000 suggested as a likely number. We’ll know more when the car is unveiled to the public at the <a href="/features/15340/2015-geneva-motor-show-preview-all-the-cars-you-need-to-be-excited-about" target="_blank">Geneva motor show</a> on March 3. </p>
<p>When the car goes on sale, it’ll be offered in five ‘By McLaren’ specifications, including four colours bespoke to the 675LT: Silica White, Delta Red, Napier Green and Chicane Grey. The marque’s famous McLaren Orange completes the list of paint shades. </p>
</div><span class="field field-name-field-author field-type-node-reference field-label-hidden">
<span class="field-item even"><a href="/authors/sam-sheehan">Sam Sheehan</a></span>
</span><div class="field field-name-field-published-date field-type-datetime field-label-hidden">
<div class="field-items"> <div class="field-item even"><span class="date-display-single" property="dc:date" datatype="xsd:dateTime" content="2015-02-25T12:59:00+00:00">25 Feb 2015</span></div> </div></div>Wed, 25 Feb 2015 12:47:56 +0000sams15372 at http://www.evo.co.ukCars